Features – Skies Mag https://skiesmag.com Aviation, Aerospace and Aircraft News Magazine Fri, 20 Dec 2024 15:12:49 +0000 en-US hourly 1 https://wordpress.org/?v=6.7.1 https://assets.skiesmag.com/wp-content/uploads/2016/09/cropped-skies-large-favicon-1-32x32.png Features – Skies Mag https://skiesmag.com 32 32 116349784 Q&A: Al Meinzinger, president of Boeing Canada https://skiesmag.com/features/qa-al-meinzinger-president-of-boeing-canada/ https://skiesmag.com/features/qa-al-meinzinger-president-of-boeing-canada/#respond Fri, 20 Dec 2024 15:11:28 +0000 https://skiesmag.com/?post_type=features&p=360130 When Al Meinzinger accepted the offer to become president of Boeing Canada in June, he saw it as another way to serve.

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When Al Meinzinger accepted the offer to become president of Boeing Canada in June, he saw it as another way to serve. The 37-year member of the Royal Canadian Air Force (RCAF), who began his military career as a tactical helicopter pilot and concluded it in August 2022, following a four-year term as commander of the RCAF, has service ingrained in his family. His father served 36 years, primarily as an aircraft loadmaster, and his son recently joined the Canadian Army, the third successive generation in the family to serve. His sister spent almost 30 years in the Royal Canadian Mounted Police, and his brother-in-law was a member of the Army. “There’s a strong sense of service in my family, and I’m very proud of that.”

When he spoke with Skies in October, Boeing was dealing with the aftermath of the lengthy 2019 grounding of the 737 Max fleet, a strike affecting its commercial production line, and the pending layoffs of up to 10 percent of its global workforce. Despite the turmoil, Boeing retains a strong backorder that bodes well for its Canadian operations, and is making investments in Canadian industry and research, in part as a result of the government’s selection of the P-8A Poseidon for the Canadian Multi-Mission Aircraft program. Boeing aircraft are also strong contenders for future military programs.

Boeing Photo

Skies: What attracted you to this job?

Al Meinzinger: I guess to some extent it’s based on my past experiences, and to some degree my desire to want to serve in a different way. In my career journey, I’ve had occasion to work and collaborate with Boeing members. Some of this was obviously in Ottawa over the last 10 years, but also on deployment, meeting some of the field service reps that were, at that time, helping to keep our CH-147 Chinook Deltas serviceable for the mission in Afghanistan. My first flight in a commercial aircraft as a young kid, traveling with my family to Scotland, was on a military Boeing 707. I’ve always been impressed with Boeing as a company. It’s an iconic company with a tremendous history. So, I was delighted by the offer to join.

Skies: What’s the scope of your responsibility?

A.M.: I work for Dr. Brendan Nelson, president of Boeing Global, who looks after the various country leaders that we have across the globe. It was 105 years ago that Boeing first started operating in Canada. And in the passage of time, Boeing has grown a footprint that’s changed and evolved over the years. Today, we are in seven provinces across 15 different sites. The largest cohort is in Winnipeg. The team there does fabulous work building composite components that largely support our commercial fleets, such as complex work around landing gear doors for the wide body aircraft and inner barrel work for the engines. Through our Jeppesen office in Montreal, we produce flight operations software that supports our airline customers and some of our military customers, and we also produce digital aviation products for the broader aviation and aerospace market.

Air Canada B787-9 Dreamliner. Galen Burrows Photo

Skies: Do you have a business development and/or supply chain development role?

A.M.: I don’t have a BD role. The business units of Boeing — think Boeing Defense, Boeing Commercial, Boeing Global Services — effectively are responsible for the business development aspects of Boeing. If you look at the market in Canada today, we have many customers. The largest, of course, would be Air Canada and WestJet, but there are many more that, to be honest, I wasn’t fully aware of while I was serving in uniform — Air North, Air Inuit, Nolinor, Cargojet. In total, Boeing has approximately 370 commercial aircraft operating in Canada. We currently have about 70 percent of the commercial market share, and there are a number of orders currently booked with various airlines.

So, I think we’re well positioned in Canada. There are 100,000 Canadians that fly in a Boeing aircraft each and every day. There are almost 800 specific Boeing aircraft movements, either inside Canada or to and from Canada, every day. It’s a significant level of activity.

From a macro perspective, I was recently reading an International Air Transport Association report that looks 20 years in the future, and they see over three percent year-over-year growth in passenger travel. From a Boeing perspective, in North America, we see demand of up to 9,000 new aircraft in the commercial sector. Canada will be part of that. And clearly, as we look to the north of our country, we’re seeing fundamental changes as a consequence of global warming … [and] many of the companies I mentioned will be more active, flying to and from the North. I’m very optimistic in terms of the overall demographics and the macro realities underpinning our commercial business.

Mike Reyno Photo

Skies: Boeing has announced a 10 percent cut to its workforce. What’s the likely impact on Winnipeg and at other sites across Canada?

A.M.: Boeing is reducing the workforce, essentially to better align with our financial and fiscal realities and to be more focused on a new set of priorities, a more refined set of priorities. We are using the term “reduction in force” as we go through the challenging task of identifying and laying off employees. I can’t speak at this time to what that may mean for Canada. For me as the leader of Boeing Canada, it’s really important that we go through this process with empathy and respect for employees, making sure we’re as transparent as we can be. Our employees deserve to be treated this way.

A site visit to Boeing Winnipeg. Boeing Photo

Skies: Have you been told to anticipate cuts in Canada?

A.M.: The company is reducing the total workforce size by roughly 10 percent, and reductions will vary across the globe. While some employees in Canada will be impacted, the specifics are still being finalized.

Skies: Over the past six months, Boeing has invested more than $300 million into companies in B.C., Quebec, and Saskatchewan. Some are Boeing subsidiaries; others are smaller companies and training institutes — some Indigenous owned. But there appears to be a theme around training, aircraft maintenance engineer (AME) training in particular, as well as data analytics and innovation. Are these areas that Boeing is deliberately targeting?

A.M: Indeed. The activity you described is related to the fact the Government of Canada is procuring a new fleet of P-8A aircraft. In terms of the industrial technological benefits (ITBs), a requirement of working with the government when we procure capability, I’m very impressed with the ITB program roll out. As you’ve indicated, we announced in Saskatoon earlier this year an investment in the Saskatoon Indian Institute of Technologies, about $17 million, to help that training enterprise produce significantly more AMEs that will ultimately find their way into the broader aerospace industry … and they’re going to be vitally important to the future success of our country.

The investment in Montreal was significant. First, we’re investing over $100 million into the Aerospace Development Centre in the Québec Espace Aéro Innovation Zone, for research and development that will help position Canada for the future. Boeing will have a role in that by virtue of the investment. A portion of money ($35 million) is also going to help Héroux-Devtek develop next generation landing gear, which is exciting [given that] today the majority of landing gear for commercial aircraft are produced in Canada.

Thirdly, we are investing in one of our Boeing subsidiaries, Wisk Aerospace, a company that is currently fielding an autonomous air taxi that will fundamentally change how we think about air mobility in urban areas. We invested a little less than $100 million to grow the engineering team in Montreal and we’re looking to field the capability toward the back end of this decade.

And lastly, in B.C., monies were invested into Boeing Vancouver to develop new data analytics tools that will underpin the support we provide to some of our customers; and [$13 million] in a small company on Vancouver Island, COTA Aviation, that is conducting training but also looking to scale manufacturing to support Boeing Commercial.

You’re right, there are a whole host of priorities within those investments, and there’s more to come. It’s a significant amount of money that will be invested. Areas of focus are clearly supply chain resilience, innovation and R&D [research and development], sustainability, and training. These are all important priorities to the Government of Canada.

A U.S. Navy P-8 Poseidon at Comox, B.C. Derek Heyes Photo

Skies: Beyond the ITB obligation, are there specific capabilities within the Quebec Aerospace Development Centre, which has a mission to advance sustainable aerospace, that you are hoping to leverage?

A.M.: This part of the cluster in Montreal is focused on autonomy and sustainability … and you can connect some of those investments to what we’ve prioritized as a company. It’s a win-win. It’s a win for Canada in terms of the flow of funds into some of these areas, but it’s also a win for Boeing in the sense that we’re creating strong relationships with companies in Canada that we see as benefiting over the long run. ITBs are a part of the procurement process that I didn’t necessarily fully appreciate, being a military officer that had a specific responsibility for military requirements.

Skies: Set that in the context of a smaller Canadian company: How do I know what you’re seeking to fulfill with your ITBs? How do I get on your radar?

A.M.: I’ve been learning how we do business as a company. I’m very impressed with the fact that in Canada, we have over 500 accredited suppliers that help us build capabilities for our customers. With the small- and medium-sized aerospace companies that have approached me over the last five months, wanting to have a discussion about what they do as a Canadian company, my responsibility is to make sure that I connect these companies with our strategic partnership team. And if that opportunity makes sense, there is a follow-on step where we connect that company to our supply chain onboarding team. Obviously, there’s a process to become a Boeing supplier … [but] some of the ITB investments are great opportunities for companies to become a larger player in the broader Boeing company. I will obviously have my willowstick out, and will be very attentive to what I see with my own two eyes, and will be sharing that with the broader Boeing team. I do value Canada’s rich history in aerospace, and I think there’s more that we can do looking to the future.

Skies: Boeing has indicated it will pursue Canada’s Airborne Early Warning and Control program with the E-7A. Given that it’s a 737NG variant, like the P-8A, do you intend to get the Team Poseidon band back together to pursue it? Or is the door open for other companies?

LGen Al Meinzinger (right) during the RCAF Change-of-Command ceremony in August 2022, with LGen Eric Kenny (left) and then Chief of the Defence Staff Gen Wayne Eyre. S1 Mathieu Potvin Photo

A.M.: Boeing Defense is very aware of those future opportunities, and I’m confident at the right time, our various teams will present the required information and the proposals that will be called for by the Government of Canada. The E-7A is a superb aircraft that will be able to identify, track, and prioritize targets seamlessly. We know that NATO has selected the E-7A. United States Air Force is on contract for the E-7A. When we think about Canada’s NORAD commitment and the requirement for interoperability, I think there’s a good opportunity for Boeing to compete the E-7A into that program.

Also, I think to the replacement of the [CH-146] Griffon helicopter with the next Tactical Aviation Capability Set (nTACS). We will be very attentive to that procurement when the government asks for proposals or information. We have the Fighter Lead-In Training (FLIT) opportunity that will play out in the coming years, along with some space projects that are in the defence policy, and perhaps even uncrewed aerial systems and weapons systems.

In addition, there is sustainment work. The P-8A fleet will be a superb asset for Canada, providing maritime domain awareness around our continent, and do that at great distances for a great length of time. … But, of course, there will be a need to sustain that in the future, and Boeing will be very interested in that opportunity.

Skies: How is Boeing approaching the FLIT program? You are bidding an aircraft, the T-7A Red Hawk, rather than an entire training program. Do you look for a training OEM as the prime and then become a partner?

A.M.: We look forward to participating in Canada’s Future Fighter Lead-In Trainer program and offering an advanced trainer to meet the Canadian Armed Forces’ needs. Whether a T-7A or a derivative, we will collaborate closely with the [FLIT] program and offer the optimum T-7 solution for the Royal Canadian Air Force.

Boeing Photo

Skies: Your predecessor speculated about the T-7A not only as an option for FLIT, but also as a potential Snowbird demonstration aircraft, and even a platform for 414 Electronic Warfare Support Squadron, to support combat training.

A.M.: I’m always cautious to not overreach in terms of expectations. The T-7 in a FLIT role is going to be there to train and, of course, having modern tools to facilitate that will be key. We’ll need to see the requirements; once we have those, then the team will be able to put its best foot forward.

Skies: Boeing Global Services has, over the years, held up the CH-147F in-service support program in Petawawa, Ont., as the example of how to provide sustainment. Has Boeing had interest from other countries in exporting that model?

A.M.: There’s no question that a global company like Boeing would [look to] leverage what has been learned and advanced in one constituency, 450 Tactical Helicopter Squadron in Petawawa, and, to the extent that they can, share that with a future customer. I know the work that the team has done over the years has been exceptional. They’ve really advanced the Chinook capability far forward. As the commander of the Air Force, I was impressed with the tactical aviation community’s ability to deploy the Chinooks into Mali. That was the first major international deployment for the Chinook, and it gave us a chance to support the mission in a way that had not been done before. That was largely due to the quality of the team on the ground—the aircrew, the maintainers and the support personnel—but also the fact that we had the fat tanks, a requirement established decades ago. Consequently, the Chinook in Mali was able to do things at much greater distances than the NH90. I’m very proud of that work, and we learned a lot. So, yes, I think Boeing would leverage what they’ve learned and offer that to future customers.

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Viva the biz jet https://skiesmag.com/features/viva-the-biz-jet/ https://skiesmag.com/features/viva-the-biz-jet/#respond Mon, 16 Dec 2024 14:53:23 +0000 https://skiesmag.com/?post_type=features&p=360101 Buoyed by strong demand for aircraft, business aviation is embracing emerging technologies as it strives for net zero carbon emissions.

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Two of the most significant topics of discussion currently on the global stage are climate change and artificial intelligence. Tuning into the nightly news, viral podcasts, or online forums, you’re likely to hear passionate debate on the impact each subject is having on nearly every aspect of our lives. One place you may not expect to encounter these discussions is an aviation conference.

The National Business Aviation Association conference and exhibition (NBAA-BACE 2024) proved that the business aircraft community recognizes the role it can play as an advocate for sustainability and an early adopter of technological change that could dramatically transform the industry.

Exterior of the Citation Longitude. Brent Bundy Photo

Returning once again to Las Vegas, Nev., for the second of a four-year plan to host the event in the same location, the annual gathering in mid-October drew an international assemblage to view the products and services of more than 800 exhibitors and manufacturers.

The Las Vegas Convention Center hosted the display booths as well as professional development sessions, symposiums, tech talks and Flight Deck panel discussion, while the Henderson Executive Airport gave attendees hands-on access to a variety of aircraft, ranging from an Airbus ACJ TwoTwenty to a Boeing BBJ. Bombardier, Textron, and Embraer featured their aircraft lineups alongside charter operators and Gogo’s inflight connectivity mobile demo.

A peek inside the Cessna Citation Latitude. Brent Bundy Photo

As in previous years, significant industry announcements were delivered during the convention. With several all-new aircraft projects released in the past two years, there were no clean-sheet designs shown, but newsworthy reveals were still prevalent. Textron Aviation unveiled the entire lineup of Gen3 Cessna Citation jets, Bombardier marked the start of production of its flagship Global 8000, and Wheels Up highlighted its recovery from recent financial woes with a newly upgraded and expanded fleet of Embraer Phenom 300s and Bombardier Challenger 300s and 350s.

NBAA’s Ed Bolen welcomed attendees at the opening session. Brent Bundy Photo

Those announcements were in line with Honeywell Aerospace’s annual industry forecast, which once again kicked off NBAA-BACE. The Global Business Aviation Outlook projects up to 8,500 new jets, valued at US$280 billion, will be delivered over the next 10 years, an increase from last year’s forecast. Much of the growth is in the large cabin segment, accounting for one-third of projected sales.

“The business aviation industry is in a prolonged period of healthy growth, and we don’t see that positive trend changing any time soon,” said Heath Patrick, Honeywell Aerospace Technologies president for the Americas aftermarket.

Swiss manufacturer Pilatus brought samples of both their popular aircraft, the PC-12 and the PC-24 twinjet. Brent Bundy Photo

That optimism was curtailed somewhat by Rolland Vincent, founder of Rolland Vincent Associates and JetNet iQ. Though 80 percent of JetNet’s survey of operators and owners held a favourable view of the sector, respondents were cautious about their future plans as they braced for the outcome of the U.S. election, pondered the direction of interest rates, and weighed the impact of regional wars.

“Uncertainty is the number one word,” he said. “You see it all over our data.”

Vincent, a hockey fan, used the Wayne Gretzky analogy of anticipating where the puck is going to be, to suggest that while “demand is solid” for business aviation products and services, and the pre-owned market is beginning to increase after a period “where nothing was available,” delivery rates on a US$50 billion new aircraft backlog are flat and the costs for materials, components, and labour, is rapidly rising.

NBAA debuted FlightDeck, where industry personnel discussed a variety of issues. Brent Bundy Photo

Moreover, the shortage of pilots and aircraft maintenance engineers remains a widespread problem and the consequences of delayed decisions on reaching industry objectives for net zero carbon emissions by 2050 is “coming like a high-speed train.”

“We are not ready as an industry for this future we are moving into,” he said of sustainability goals.

Striving for net zero

Nonetheless, NBAA’s commitment to become a leader in the climate change battle was highlighted through its continued emphasis on its Climbing Fast initiative. The advocacy campaign, launched at NBAA-BACE 2023, aims to educate the public on the benefits of business aviation and the industry’s efforts to meet net zero emissions by 2050 through the adoption of new technologies and the promotion of sustainable aviation fuel (SAF). Perhaps proof the campaign is gaining traction, SAF was available at three Las Vegas-area airports leading up to the conference.

Flight Safety Intl. showcased advancement in VR flight training. Brent Bundy Photo

NBAA’s initiative received the endorsement of the Canadian Business Aviation Association (CBAA), which announced it had joined forces as a formal member. “CBAA is thrilled to be part of the Climbing Fast mission in Canada, which helps propel the industry forward through groundbreaking innovation in sustainability,” said Anthony Norejko, chief executive officer of CBAA.

Further evidence of the community’s efforts was on display throughout the show. Pilatus featured a new eco-friendly PC-24 interior, Bombardier highlighted its EcoJet flying research project, and multiple companies signed the NBAA-BACE Sustainability Pledge.

Advancing AI

Perhaps the most prevalent themes throughout the week were artificial intelligence (AI) and emerging technology. Before the doors to the convention hall opened, Honeywell conducted a panel discussion on AI in aviation during its business aviation outlook. The topic was prominent during an opening session conversation between Ed Bolen, NBAA president and CEO, and Michael Whitaker, administrator for the Federal Aviation Administration (FAA), as well as during the keynote address by noted astrophysicist Neil deGrasse Tyson.

Joby Aviation’s Bonny Simi led an insightful and comical conversation with astrophysicist Neil deGrasse Tyson. Brent Bundy Photo

In panel discussions and Flight Deck presentations, industry representatives shared how they were adopting AI into their operations—notably in maintenance, data analysis, and safety—but also how they were guarding against applications in the cockpit during flight until the aviation sector and the broader public establish trust.

Still, applications for AI could be found everywhere: CAE with its new Apple Vision Pro-based cockpit familiarization AI and virtual/augmented reality training; FlightSafety’s incorporation into its training programs; Embry-Riddle Aeronautical University using virtual reality training; and Universal Avionics’ new AI-driven taxi assistance system.

CAE showed off its latest innovation, an immersive pilot training app. Brent Bundy Photo

Urban mobility liftoff?

In a similar vein, the evolution of the electric vertical takeoff and landing (eVTOL) segment was on full display. Though several full-size aircraft and mockups of projects were trumpeted during the show, the most significant was the signing of the anxiously anticipated Special Federal Aviation Regulation (SFAR) for “Integration of Powered-Lift: Pilot Certification and Operations; Miscellaneous Amendments Related to Rotorcraft and Airplanes.”

The 880-page document was made possible through the joint efforts of the NBAA, the Aircraft Owners and Pilots Association, the General Aviation Manufacturers Association, the National Air Transportation Association, Vertical Aviation International, and the Vertical Flight Society, as well as government leaders.

FAA Administrator Michael Whitaker (seated) at the Special Federal Aviation (SFAR) signing. Chris Thatcher Photo

“The wide collaboration between industry and government in the rulemaking process promoted safety and innovation,” Bolen said. “Finalizing the SFAR will be a key next step in preserving our nation’s leadership in aviation.”

The SFAR provides a path for the integration of advanced air mobility aircraft into the national airspace and offers a “performance-based rule … [that] deals with issues like minimum reserve for energy, minimum altitudes, and pilot training as well,” Whitaker explained prior to signing the document on the opening day of the show.

The SFAR will be in effect for 10 years. “That will give us a chance to look at the flight data and make adjustments as we go along,” he said.

While this year’s attendance and exhibitor numbers may have fallen short of previous NBAA-BACE events, there was no shortage of information conveyed and new technology on display. The conference will resume its Las Vegas residency in October 2025.

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Canadian Early Airborne Warning https://skiesmag.com/features/canadian-early-airborne-warning/ https://skiesmag.com/features/canadian-early-airborne-warning/#respond Fri, 06 Dec 2024 15:35:43 +0000 https://skiesmag.com/?post_type=features&p=360152 To detect and respond to longer-range threats, the RCAF is seeking an AEW&C platform that could see Boeing and Bombardier square off once again.

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In the quest for decision superiority through multidomain awareness and information dominance, the airborne early warning and control (AEW&C) aircraft is emerging as a vital cog in a layered system of systems.

Likened to a quarterback in the battlespace—identifying, calling, and directing plays from behind the offensive line—an AEW&C platform’s active and passive sensors provide long-range detection and identification of potential targets in the air, on land and at sea.

Until recently, however, the capability was not high on the Royal Canadian Air Force (RCAF) procurement list.

Saab Photo

The first public sighting occurred this spring when the Canadian government’s long awaited defence policy update landed on April 8, 2024. Among the many commitments was a pledge to acquire AEW&C aircraft able to “detect aircraft and missiles at long ranges in real time and from much further away than ground-based radars, and then manage the battle space in response to a threat.”

As part of Canada’s contribution to NORAD and NATO defence, government stated that AEW&C “will vastly improve the [RCAF]’s ability to detect, track and prioritize airborne threats sooner, respond faster, and better coordinate our response with the United States when required.”

A week earlier, at a defence outlook for industry, the Air Force signaled its interest in a rapidly deployable “advanced airborne command, control, communications, and surveillance platform … to counter current, and future airborne and surface threats in defence of Canada.” The project, it noted, was in the very early identification phase of the defence acquisition process.

William R. Lewis/USAF Photo

In recognition of the sensing capacity of an AEW&C platform, the project is being led by the NORAD Continental Defence Modernization Office (NCDMO), rather than the Director General, Air and Space Force Development (DGASFD), “because it’s more about sensors then it is about the aircraft,” MGen Chris McKenna, then the DGASFD, told a conference hosted by the Canadian Global Affairs Institute in May.

While the AEW&C was not included in the government’s $38 billion plan to modernize NORAD, announced in June 2022, “the Airborne Early Warning and Control project will play an important role in continental defence,” an RCAF spokesperson explained.

“The [NCDMO] is leading the project because the AEW&C capability will be part of a system of systems that enables the RCAF to deliver air effects in support of continental defence, as well as deployed operations. As such, it is complementary to the NORAD modernization capabilities and from the RCAF perspective, it made sense to include it under NCDMO.”

Boeing Image

The government has earmarked $7.556 billion for the project over 20 years, out to 2043-44, to include aircraft acquisition, operational costs, and initial in-service support. While the strategic level capability requirements are still being developed, including the quantity, the first aircraft is expected to enter service in the late 2030s.

EARLY ENGAGEMENT

For defence analysts who followed closely the Canadian Multi-Mission Aircraft (CMMA) project, the acquisition of an AEW&C platform has shades of déjà vu. In November 2023, the government closed a US$5.9 billion deal with the U.S. government to acquire up to 16 Boeing P-8A Poseidon maritime patrol aircraft, ending a vociferous campaign by Bombardier to build an aircraft in Canada to replace the rapidly aging fleet of 14 CP-140 Auroras.

An AEW&C campaign could see both companies square off once again.

If Bombardier came to the table for CMMA with a paper proposal, it is far better positioned on AEW&C. Over 500 of its business jets have been converted to special mission aircraft, and 11—soon to be 13—are active today in an AEW&C configuration, including the Saab GlobalEye.

Saab Photo

The GlobalEye is based on a Bombardier Global 6500 while the E-11A, the first of which was delivered in September 2022, is built on the Global 6000. More recently, in December 2023, the U.S. Army awarded Bombardier Defense a contract for one Global 6500 to support prototyping for its High Accuracy Detection and Exploitation System (HADES), an aerial intelligence, surveillance, and reconnaissance platform equipped with deep sensing capabilities for multidomain operations. The project is led by systems integrator Sierra Nevada Corporation, and the agreement includes the option to acquire two more aircraft in the next three years. Northrop Gruman also opted for a Bombardier-based jet for the E-11A, a Battlefield Airborne Communications Node (BACN) aircraft for the U.S. Air Force that serves as a communications relay platform.

Furthermore, L3Harris Technologies announced in 2023 a teaming agreement with the ELTA Systems Group of Israel Aerospace Industries and Korean Air Lines to develop an AEW&C aircraft for the Republic of Korea’s Air Force, based on Bombardier’s Global 6500.

The breadth of Bombardier’s special mission capabilities is not well known, “because people don’t associate Bombardier with defense,” acknowledged Anne-Marie Thibaudeau, director of program capture, but “at our core, we offer quality products with our platforms, as well as modification services, engineering services, to really work with customers and develop that unique value proposition to meet their mission needs.”

L3Harris Image

Depending on the RCAF’s requirements, the company’s two most likely candidates for AEW&C would be the Saab GlobalEye and the L3Harris aircraft. Discussions are underway with both companies, she noted, and while it has yet to be determined who would lead a Canadian campaign, “it would make sense for [Saab and L3Harris] to take the lead” given their development of the respective AEW&C platforms.

However, while it would likely play a supporting role in a Canadian campaign, Bombardier isn’t waiting for that decision to begin promoting both aircraft. One of the key lessons from CMMA was early engagement.

“We’ve seen that it’s super important to engage early to showcase to the government and any customer what we can offer,” Thibaudeau told Skies in a recent interview. “Both [the Saab and L3Harris] AEW&C solutions are based on our Global 6500 platform. It’s a platform that’s very well suited for this type of mission. It has the range, it has the endurance, and the inherent performance characteristics that outperform the competition.”

A1C Brianna Vetro Photo

The Global 6500 is a civil certified jet with a published environmental product declaration that Bombardier contends would deliver lower direct operating costs and less fuel emissions. It also has sufficient additional electrical power to handle the large sensor payload. “I think those are all pluses,” she said.

More than 1,000 are in operation, backed by “a very well integrated international supply chain” and global support network, meaning “Canada wouldn’t be an orphan fleet,” Thibaudeau noted. Moreover, both L3Harris and Saab have substantial footprints in Canada and internationally.

Whether a Bombardier-based aircraft is as “interchangeable” with Five Eyes allies such as the U.S., U.K. and Australia as its likely competitors, the GlobalEye will soon be flying for Sweden, a new NATO member, and either the Saab or L3Harris platform could be the solution for Korea, a key ally in the Indo-Pacific. And both aircraft could be contenders for a French AEW&C platform. (Saab delivered the fourth of five GlobalEyes to the United Arab Emirates in April.)

The RCAF has yet to provide its high-level mandatory requirements, but Thibaudeau dismissed suggestions a business jet might be too small for the mission. She noted the decreasing size and weight of sensor systems and other mission equipment, including operating stations, suits a smaller aircraft.

SSgt Samantha Krolikowski Photo

“I think there’s a lot of counter messaging around our cabin volume,” she said. “When you walk through it, it’s a full standard cabin size; there’s plenty of room to have comfortable seating for operators. We’ll work with the Canadian government, depending on their final requirements, to configure the right number of seats for their mission needs.”

“The trend now for a lot of our customers [is moving] into the smaller business jet type platforms,” she added, “because the payloads have become optimized. With the business jet, not only do you get enhanced performance characteristics, but you also get lower operating costs, so it becomes an economically responsible choice.”

Bombardier was disappointed not to be able to show the RCAF and Canadian government what it could build for the multi-mission aircraft project, but with the accelerated timelines, its proposal “may have come too late in the game,” Thibaudeau observed.

“So that’s what we’re trying to avoid with AEW&C. We are taking this very seriously within Bombardier. This is an important campaign for us, especially in our own country. We are putting the efforts required to actively work with both of our customers, in this case, but also promote our capabilities to the government.”

SMSgt Shawn Monk Photo

RECIPE FOR SUCCESS?

Like Bombardier, Boeing, too, learned lessons from its CMMA campaign. In fact, it’s AEW&C pitch may look similar to its P-8A Poseidon proposal.

“It’s not lost on me … that we faced headwinds with Bombardier,” Bernd Peters, vice president of business development and strategy, acknowledged to defence media in June in St. Louis, Mo.

“There were a lot of political considerations tied to the P-8 procurement. But at the end of the day, giving the [Canadian government] the confidence that we are equally committed to Canadian industry was a discriminating factor for why they ultimately went with the P-8.

“As we look to potentially market the E-7 to them, I think industrial offsets and our plans for [in-service support will] be a key discriminator as well. We have the recipe for what worked for the P-8, and we’re hopeful we can continue our longstanding partnership with future capabilities as well.”

Dubbed the Wedgetail for its distinctive fin, the E-7A was originally designed and built for the Royal Australian Air Force. But like the P-8, it has been steadily growing a global presence. On Aug. 9, 2024, the U.S. Air Force (USAF) confirmed the order of its first E-7A battle management and command and control aircraft. The USAF selected the E-7 in 2022 to replace its fleet of E-3 Sentry AWACS (airborne warning and control system), which first entered service in 1977 and are plagued by parts obsolescence.

Closing a $2.56 billion deal with Boeing for two platforms, to be delivered in 2028, marked a milestone in the U.S. military’s vision of a battle network of connected sensors and shooters across multiple domains, and a key piece in its Combined All Domain Command and Control (CJADC2) framework to deliver information and decision advantage to commanders. 

“Its advanced multi-role electronically scanned array radar will enhance airborne battle management, providing improved situational awareness and enabling long-range kill chains with potential peer adversaries,” the Air Force said of the E-7A in a release announcing its agreement with Boeing.

The USAF intends to acquire 26 E-7As by 2032. The U.K has also acquired the platform to replace its E-3D Sentry fleet, signing a $1.98 billion deal with Boeing in March 2019 to purchase five Wedgetail aircraft. That quantity was subsequently downgraded to three, which will be operated by 8 Squadron at RAF Lossiemouth, home of the P-8 Poseidon maritime patrol and reconnaissance fleet. NATO, too, through a competitive process, has opted for the E-7A to replace its E-3A AWACS, announcing in November 2023 that it would acquire six Wedgetails, with first delivery slated for 2031.

Boeing Photo

The E-7A is based on the Boeing 737-700 NG (next generation) commercial airframe, and shares about 86 percent parts and maintenance commonality with the P-8A, according to Boeing. Over 7,000 737NGs are in service, supported by more than 275 spares distribution centres worldwide.

The aircraft features a distinctive Northrop Grumman multi-role electronically scanned array (MESA) radar, providing 360-degree coverage, target detection, and integrated sensor data, and can extend the detection ranges of ground-based radars to maximize airspace coverage. It includes ballistic and electronic warfare self-protection and can be refueled midair. The spacious cabin has 10 dual-screen operator stations, as well as seating for eight additional crew to stretch out.

Critically, the E-7A is a central node in a contested operating environment in which connectivity and data are the keys to faster and better decision making, explained Kim Hicks, director of development, Boeing E-7 Program.

“When we understand that every environment that we operate in today is contested, then we begin to understand why multidomain, integration of data, battlespace awareness, and data sharing across every single domain is important now, and in the future,” she said, suggesting the airborne platform, working in concert with a space-based platform, could turn fragmented data into a holistic picture.

“When most of us think about the E-7, we think about long-range surveillance, sensing, detection, identification, targeting, and tracking—the ability to stare into the fight,” Hicks said. “But I think one of the overlooked advantages that the E-7 has is its ability to be used as a key CJADC2 node and its command-and-control capabilities. We want to use the E-7 to enhance every platform in the battlespace through beyond line-of-sight communication that supports battlespace awareness by integrating and sharing data with other operators and assets throughout the multidomain battle space; and by providing sensor data at ranges that enable early decision-making and preserves the tactical advantage.

Boeing Image

“That level of multidomain communication and information sharing allows our military forces to have all of the right resources in the right place at the right time, and across every single domain. That type of coordination becomes a powerful deterrent, in and of itself.”

Moreover, Hicks noted that the E-7A and its mission systems will evolve as emerging technologies are integrated. The aircraft fits within a wider Boeing effort to invest in capabilities that “drive operational outcomes and that cut across platforms in areas such as multi-level security architecture, open mission systems, advanced beyond line-of-sight communications to support battlespace awareness, survivability and threat avoidance, artificial intelligence, machine learning integration, and manned-unmanned teaming.

“We’re designing the platform with the future in mind,” she said. “The E-7 has a mature and proven design for future growth through its open systems architecture, advanced processing, and communication networking.”

Once the AEW&C project shifts into its analysis of options, expect Bombardier and Boeing to announce Canadian industrial teams and release economic data on what their aircraft will contribute to the national and local economies. Both companies have gathered the lessons from their CMMA campaigns and will be employing those to the fullest as they argue why a modified commercial or business jet should be the platform of choice.

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Q&A: Peter Cunnington, chief aviation officer at Ornge https://skiesmag.com/features/qa-peter-cunnington-chief-aviation-officer-at-ornge/ https://skiesmag.com/features/qa-peter-cunnington-chief-aviation-officer-at-ornge/#respond Mon, 02 Dec 2024 14:58:47 +0000 https://skiesmag.com/?post_type=features&p=358948 Cunnington has been chief aviation officer at Ornge since November 2023.

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Peter Cunnington has been chief aviation officer at Ornge since November 2023. His career began in 1997 in the helicopter emergency medical services (EMS) industry as a pilot with the British Columbia Air Ambulance Service. He transitioned to an EMS captain role in 2002, which brought him to Ontario, and he later became director of flight/operations, Rotor Wing, at Ornge. He holds a helicopter Airline Transport Pilot License and has accumulated over 5,000 flight hours.

Today, Cunnington is responsible for a portfolio that includes several programs at Ornge: Rotary-wing, fixed-wing, aviation maintenance, aviation safety, Standing Agreement carriers, and Trillium Gift of Life Network.

The mission at Ornge is to provide high-quality air ambulance service and medical transport to people who are critically ill or injured. In addition to land ambulances, the organization operates a fleet of eight Pilatus PC-12 planes and 12 Leonardo AW139 helicopters, and employs 55 aircraft maintenance engineers, 50 fixed-wing pilots, 92 helicopter pilots, and 45 staff in aviation operations. Ornge has over a dozen bases across Ontario, more than half of which can accommodate either a PC-12 or an AW139. Currently, Thunder Bay is the only base capable of accommodating both aircraft.

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Business jet completions: At home in the sky https://skiesmag.com/features/business-jet-completions-at-home-in-the-sky/ https://skiesmag.com/features/business-jet-completions-at-home-in-the-sky/#respond Fri, 29 Nov 2024 14:55:50 +0000 https://skiesmag.com/?post_type=features&p=359940 Today’s private aviation users expect their aircraft to be an extension of home and office, even while they’re cruising at 45,000 feet.

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What kind of on-board experience do today’s private aviation users want? Simply put, it’s all about comfort and connectivity.

When it comes to their aircraft, clients want all the features of a high-end home—including modern décor, an ultra-fast internet connection, and a steaming hot espresso to sip while they work.

“That cigar lounge, man cave look is long gone,” explained Ben Shirazi, president of VIP Completions in Fort Lauderdale, Fla. “It’s all about light earth tones, light woods and matte finishes—so a Zen vibe; no heavy woods or glossy surfaces.”

His company refurbishes “everything from the galley back,” including cabinetry, upholstery, fit and finish, audio visual, communications, and cabin amenities. While VIP Completions has worked on private aircraft of all sizes, Shirazi said the company specializes in large cabin and VIP airliner aircraft, including Gulfstream, Bombardier, Dassault and Boeing Business Jets. On average, VIP Completions refurbishes and/or modifies about 15 aircraft per year.

Flying Colors Photo

Many of his customers are younger, reported Shirazi, and they are looking to complete their aircraft in fabrics and finishes similar to their homes. White oak is popular, as are lighter carpets, muted finishes and earth-toned seats. Smooth, rounded edges are seen on tables and credenzas, while custom matte-finish stone veneer is popular for counters in lavatories and galleys.

“I find that most customers we deal with are trying to get the ‘living room at home’ experience in their aircraft,” he said. “A big request in the galley is an espresso machine—it’s a big-ticket item that everyone wants. They also want bar amenities with ice, cocktails, a proper area for mixing drinks, a small fridge.”

Shirazi said it’s not common for North American customers to cook on their aircraft—they usually order catering, unlike their European counterparts. Having said that, VIP Completions fits most aircraft with a microwave.

When it comes to passenger comfort, the company’s custom cabin management system (CMS) allows clients to control the lighting, window shades, audio, cabin temperature, and even play a movie—all through their iPad, smartphone, or a touch panel.

Customers often select multi-colored RGB LED lighting, which enables presets, dimming and mood setting.

“Audio and lighting are important to a young clientele,” said Shirazi.

Of course, internet connectivity is top-of-mind for clients of any age. “People expect full connectivity, as they would have at home. The most common is Gogo’s Avance L5 system; it delivers good value for the dollar in the U.S.,” he said. “Lately, everyone is talking about Starlink [internet connections] for business aviation, which is high-speed, satellite-based. That’s the future of connectivity, for sure. Everyone will want an international satellite-based system similar to Starlink; Gogo has its Galileo system.”

Shirazi said more than half of VIP Completions’ jobs also involve exterior paint, a process the company manages on behalf of its customers. “Younger entrepreneurs are looking to go all out. The days of white with three stripes are gone. Now, it’s two-tone dark colors, metallics, carbon fibre accents, air brushing.”

Flying Colors Photo

No connectivity? That’s an AOG item

Flying Colours Corp. operates from sites in Peterborough, Ont., and St. Louis, Mo. The former location is mainly geared to refurbishing aircraft, while St. Louis concentrates on providing maintenance services.

“Flying Colours has had extensive experience working on Gulfstream, Embraer, and Bombardier aircraft,” explained Eric Gillespie, Flying Colours’ VP of operations. “Each aircraft is individually styled, and Flying Colours is tasked with transforming those design plans into reality.

“We begin by removing existing elements, monuments, and avionics, and upgrading them with new upholstery, cabinetry, sidewalls and ledges, bulkheads, metalwork, connectivity, in-flight entertainment and CMS [cabin management systems],” he said.

Popular modern materials include leather, stone veneers, luxurious fabrics, and a variety of metal finishes.

Beginning at the front of the aircraft, all-glass cockpits with touchscreens are part of every avionics upgrade. Also in demand are synthetic vision systems that present a 3D representation of the outside world, autopilot features, and moving maps that depict real-time airport layouts.

“Compatibility with next-gen navigation systems is also essential to maintain asset value,” Gillespie pointed out.

Moving further back, a versatile galley that optimizes space is always in demand. Here, stone veneers are popular for countertops and one-piece sinks with milled drains. Gillespie, too, said espresso machines are now the norm rather than the exception, while mixed metal accents are coming into the galley, with brushed nickel being popular.

“Stone veneers are also used in entryways, and as the area with the most footfall, they add durability and are easy to clean,” he added.

As for staying connected, Gillespie explained non-functioning connectivity is considered an AOG (aircraft on ground) item. “Most passengers will travel with a minimum of two devices, which necessitates more charging areas—these are being built into tables and side ledges—as well as more stowage for devices and more redundancy, as passengers do more with their data.”

Flying Colors Photo

Aircraft must connect to high-speed Ka-band or Ku-band for reliable and consistent internet, said Gillespie. There is an increasing number of suppliers in this arena, including Viasat, Intelsat, Starlink, and Gogo ATG services. Newer entrants such as OneWeb and Kuiper (Amazon) have also joined the market.

He explained operators must have an antenna on the aircraft tail to receive satellite signals, and a router inside to receive and distribute the Wi-Fi signal throughout the cabin and back to the satellite.

“An airtime agreement will provide the data pipe from the satellite to the aircraft,” he continued. “Airtime agreements vary in terms of what they provide. Still, at a minimum, we recommend that an owner equip aircraft with the latest technology to future-proof their connectivity needs and choose a provider that offers excellent customer support around the globe.”

Passengers travelling in private aircraft expect to “live their terrestrial life at altitude,” and different cabin zones take them through the different stages of their day. Flying Colours’ Gillespie said wellness spaces are increasingly popular, for relaxation and private time.

“As aircraft range increases, so does the time passengers fly, which requires interiors to transform from workspaces to entertainment areas to relaxation zones.”

Flying Colours in Peterborough also boasts an on-site paint shop. Gillespie said a plane’s exterior is becoming a customized canvas, with more complicated paint schemes gaining popularity. Painted curls, flashes and stripes are regularly requested. Thankfully, as technology develops, these details are easier to add.

Big jobs or small, they do it all

In Huron Park, Ont., New United Goderich bills itself as a one-stop shop for all things aviation. From maintenance to avionics to custom exterior paint, the company’s 82,000-square-foot (7,618-square-metre) facility has completed projects for customers in the U.S., The Netherlands and Nigeria.

“It’s an advantage for us because clients don’t have to go elsewhere,” explained Curtis Brydges, deputy general manager. “There is less down time for them.”

Over the past few years, the company has found itself converting several regional jets (RJs) from airline duty to corporate configurations. A typical project might see this type of jet equipped with 16 to 20 business class seats, with USB outlets and Wi-Fi added.

United Goderich Photo

“We have a couple of STCs [supplemental type certificates] for these types,” said Brydges. “I think we’ve made a name for ourselves in RJ conversions. We have STCs for Embraer ERJ-135/145 conversions and have done 14 of those so far. We also do a full CRJ-200 VIP conversion—a 15-pack VIP seating with full galley, full CMS system, and aux tanks for longer range. We’ve done four of those, with the STC covered by an agreement with our customer.”

In the last year and a half, New United Goderich has been installing light and dark grey interiors, according to sales manager Derek Campbell. “Fabric sidewalls are gone; we use leather now for easier cleaning. Likewise, divans are in leather and not fabric.”

He, too, reported older-style wood veneers have mostly disappeared. Now, hydrographics (water transfer printing) has become popular, although New United Goderich prefer to use 3M’s durable DI-NOC architectural finishes, a flexible vinyl that comes in thousands of patterns and colours. Applied with a heat gun, the material can be more easily moulded around sinks or other rounded edges.

“The faster we can get the job done, the happier our clients are,” said Campbell. “We can control the outcome on the delivery with DI-NOC; unlike hydrographics, we don’t have to use an outside vendor.”

Many of the jets being refurbished at New United Goderich are company aircraft, so corporate colours are always popular for exterior paint. The ubiquitous Matterhorn White is a perennial favourite base colour, but several customers last year selected lighter and darker greys, said Brydges.

“Metallics are popular, but if you need to do rework down the road, they are hard to match,” he explained. “It depends what the customer is doing with the aircraft. If it’s a workhorse, they may go with easier colours to fix down the road.”

While New United Goderich is always happy to take a custom job, it all comes down to budget and timeline.

“We want to get back into Gulfstreams, [Dassault] Falcons, get back to custom interiors,” said Brydges. “We love custom and we love new projects, but it’s also true that if you can get a contract where you’re doing the same thing, it becomes faster and more efficient—like a customer we have in the U.S. who will be operating up to 16 of our RJ conversions. Essentially, we want to be that company that does everything.”

Complex curves and COTS compartments

At AIRHAWKE in Montreal, the focus is on providing full-service engineering and design solutions for aircraft conversions and completions in the VIP, special mission and cargo markets.

“I would say the majority of our work at the moment is in the VIP space,” said CEO David Vanderzwaag. “Within that, there are three segments: Business jet reconfigurations, corporate conversions of primarily regional aircraft, and large and narrowbody completions.”

AIRHAWKE’s customers are aircraft completion and conversion centres or manufacturers of a product that supports a completion or conversion. Its customer base is global, although predominantly North American and European.

“Sometimes they contact us for overflow work; sometimes, it’s because we have a unique expertise,” said Vanderzwaag.

United Goderich Photo

AIRHAWKE operates from a 3,000-square-foot (279-square-metre) facility in Saint-Laurent, Que., with a 25-member team made up of mostly engineers specializing in mechanical/structures, interiors, systems, and electrical. At the beginning of a project, a team travels to the aircraft with 3D scanning equipment to capture exact measurements, so accurate solutions can be engineered.

“Customers are pushing to incorporate the products and equipment that they might see at their home or business,” reported Vanderzwaag. “That creates unique challenges because often, this equipment is not aircraft grade. We entertain a lot of requests for COTS (commercial off the shelf) compartments that are essentially flame-proof compartments with a door and an outlet. People put their espresso maker, their coffee service, maybe a microwave, in these compartments. When the door is closed, it deactivates power to that compartment.”

Sometimes, the cost of bringing some of this equipment on-board can be prohibitive, especially considering the power requirements. In those cases, Vanderzwaag said, it’s up to the customer. Pretty much anything can be done—within weight limits, and within reason.

When it comes to the passenger cabin, he also mentioned connectivity is at the top of the must-have list. AIRHAWKE has participated in some Gogo installations and completed several Starlink installations in the past year. In the VVIP space, where aircraft are typically large, a two-antenna system is often recommended for redundancy.

“On the business jet side, we’ve definitely seen redundancy with a Starlink system paired with a Gogo system,” noted Vanderzwaag. “There is a huge buzz around Starlink right now. The challenge is them being able to support that demand. The other one we’re seeing is OneWeb, a direct competitor to Starlink.”

Some recent projects supported by AIRHAWKE include underlit countertops in lavatories, transparent bulkheads and partitions, side ledges with wireless charging, mood lighting, and even racetrack lighting in large VIP cabins—“kind of a casino look with the lighting in an oval shape.”

Vanderzwaag said business aviation seems to be busy in general, with a “ton of requests over the past three to six months to support new aircraft development, corporate conversions and VIP.”

For new aircraft development, he’s noticed a trend toward automotive-type design for the interiors, where everything is complex contours. “We are supporting that—the complexity of the curvature drives a lot of tooling. It’s a bit non-traditional in terms of aircraft interiors, which generally used flat panels in the past.”

He also reported an uptick in Bombardier CRJ200 and Embraer E145/E190 corporate conversions; in response, AIRHAWKE has spent a lot of time and effort coming up with seating options that make sense.

“Our role is really to integrate the seats. As part of that, there are always some unique things done to maximize the seating. We are now honing in on two or three options for the RJ; we modify the seats and roll that into the STC.”

At the time of writing in late August, AIRHAWKE was getting ready to debut a unique mixed reality experience to its customers.

“Mixed reality is where you can see your physical space, but overlaid on top of that is the virtual,” explained Vanderzwaag. “We’d like a customer to walk into a stripped green aircraft and be able to see their interior in that airplane before anything gets installed. We have demonstrated that it can be done.”

Earthly conveniences,
at any altitude

With significant delivery delays reported for most brand-new business jets, it’s no surprise that many customers are choosing to buy a pre-owned aircraft and make it their own with a custom refurbishment.

Softer colors, rounded edges, mood lighting and cabin automation figure strongly on a customer’s wish list, but lightning-fast connectivity is priority number one. Passengers want to feel at home in the sky, whether that means streaming a new release, calling a family member, or joining an online meeting. As the old saying goes, it seems that many of today’s private aviation users aim to enjoy the journey as much as their ultimate destination.

VIP Completions Photo

8 Trends in Private Aircraft Interiors

• Switchless cabins controlled by personal devices

• Stowage for digital devices

• Multi-purpose furniture

• Embedded tech, including charging ports

• Layered lighting/mood lighting

• Rounded edges and organic shapes

• Natural, neutral tones

• Customized exterior paint schemes

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Bringing aviation history to life at the Canadian Warplane Heritage Museum https://skiesmag.com/features/bringing-aviation-history-to-life-at-canadian-warplane-heritage-museum/ https://skiesmag.com/features/bringing-aviation-history-to-life-at-canadian-warplane-heritage-museum/#respond Fri, 22 Nov 2024 15:03:18 +0000 https://skiesmag.com/?post_type=features&p=358945 The work of an aviation curator is never done, but Erin Napier is digging deep to share the stories of Royal Canadian Air Force veterans from the Second World War.

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The pristine, lacquered-enamel hangar floor at Canadian Warplane Heritage Museum is lined with one of the world’s most historically important aircraft collections from the Second World War.

It holds more than 40 vintage warbirds including Vera, the famously airworthy Avro Lancaster bomber, and all manner of secondary attractions: de Havilland Tiger Moths and a Fleet Finch, a Noorduyn Norseman, a Douglas C-47 Dakota, and a Supermarine Spitfire fighter, to name a few.

The truth is, most visitors are here for the planes.

This capacious, 106,000-square-foot building at John C. Munro Hamilton International Airport draws a huge number of avgeeks, history buffs and other travellers to southern Ontario each year.

But along with the airframes, there are hundreds of human stories to explore; and for the bulk of her career, CWHM curator Erin Napier has devoted herself to documenting them for posterity.

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Business aviation: Playing the derivatives market https://skiesmag.com/features/business-aviation-playing-the-derivatives-market/ https://skiesmag.com/features/business-aviation-playing-the-derivatives-market/#respond Fri, 15 Nov 2024 14:19:42 +0000 https://skiesmag.com/?post_type=features&p=358942 The new crop of business aircraft arriving today and in the near future build on prior designs.

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The mixed crop of new business aircraft that have been recently introduced or remain under development continue to build on legacy designs, with only a few notable exceptions. The key differentiators remain engines, avionics, and cabin comfort.

OEMs still are painfully mindful of the ongoing regulatory overhang triggered by the Covid-19 pandemic and the Boeing 737 MAX debacle, and their impact on slow-rolling certification efforts via more onerous documentation requirements, particularly in the United States.

To wit: the delays and special conditions attendant to the certification of Gulfstream’s G700 large-cabin, ultra-long-range business jet, which finally received Federal Aviation Administration (FAA) approval at the end of March—a full two years later than expected. This type of regulatory environment re-emphasizes the industry’s traditional bias toward risk aversion via incremental product improvement.

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Swan song of the Hawaii Mars https://skiesmag.com/features/swan-song-of-the-hawaii-mars/ https://skiesmag.com/features/swan-song-of-the-hawaii-mars/#respond Thu, 07 Nov 2024 14:31:46 +0000 https://skiesmag.com/?post_type=features&p=358935 On August 11, the iconic Hawaii Mars water bomber made its final flight to its new home, giving Vancouver Islanders with Mars DNA a last chance to wave farewell.

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As if on cue, the heavens opened and the sun poked through cloud-streaked skies over Patricia Bay, B.C., igniting the water around the Hawaii Mars with a hot, brilliant sheen. For at least 50 metres in any direction, the gently rippling Pacific Ocean glimmered like burning magnesium.

The flame was bright, intense, brief.

Thousands of spectators lined the bay’s grass-covered hills and filmed the scene on their smartphones. Hundreds more watched from boats idling or anchored in the water. Photographers lined a pier in the harbour, angling for the perfect shot. Seagulls squawked. Children cooed with excitement. Everyone clapped, hollered and cheered.

These were the final minutes of the final flight of the Hawaii Mars, and it seemed as if half of Vancouver Island had shown up to watch.

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Nav Canada: Uncovering the truth behind air traffic service misconceptions https://skiesmag.com/features/nav-canada-uncovering-the-truth-behind-air-traffic-service-misconceptions/ https://skiesmag.com/features/nav-canada-uncovering-the-truth-behind-air-traffic-service-misconceptions/#respond Fri, 18 Oct 2024 13:59:44 +0000 https://skiesmag.com/?post_type=features&p=359139 Here are the top eight myths about what happens behind the radar screens, courtesy of Canada's air traffic control provider. 

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The work of air traffic controllers and flight service specialists, also known as air traffic service professionals, is often shrouded in mystery and misconception.  

Many believe these professionals navigate a relentless, high-stakes environment, where a single mistake could lead to catastrophe.  

Others imagine their roles as increasingly automated, leaving little room for human input. In reality, the day-to-day experiences of air traffic services employees in Canada are far more nuanced. As the aviation industry evolves, so too does the nature of their work.  

Here are the top eight myths about what happens behind the radar screens, with the truth explained by the professionals who keep Canada’s skies safe, courtesy of Nav Canada. 

Nav Canada Photo

Myth #1: Being an air traffic controller or flight service specialist is a stressful job 

“One of the biggest misconceptions about our work is that it’s super stressful. While there are stressful periods, overall the level of training we receive provides us with skills and abilities to make otherwise stressful events nearly routine. My short answer when people ask, ‘isn’t it stressful all the time?’ is, ‘not if you’re good at it,’ and we are.” There definitely are peaks and valleys in traffic volume and complexity or both. Quiet times still require attention, but it is a relaxing environment where friendly conversation on the floor fills the time. I’ve worked in many units, and they’re all quite similar in this regard,” said Chris Wonnacott, air traffic controller based at Nav Canada’s Moncton Area Control Centre.  

Nav Canada Photo

Myth #2: You need a lot of experience in the aviation industry to become an air traffic service professional 

“One of the neat things about working in air traffic services is that, because the job itself is so highly specialized, Nav Canada provides all the required training from the ground up. You don’t need to have a degree or any experience in the aviation industry to apply and you earn a salary while you are learning what you need to learn to be successful. A high school diploma or equivalency is all that’s required. Because of that, the sheer number of varied backgrounds and skill sets that my colleagues bring to the job is remarkable. There are engineers, scientists, truck drivers, carpenters, welders, chefs, photographers, race car drivers, sailors, medical professionals, military service members, professional football players, and the list goes on and on. In a zombie apocalypse thought experiment, the place I say I’d always want to be is at work – we could handle any problem!” said Kit Stardancer, unit procedures specialist based at Nav Canada’s Toronto Area Control Centre   

Nav Canada Photo

Myth #3: All air traffic service professionals essentially do the same job 
 
“In a control tower, our primary goal is to safely move aircraft and vehicles around the airport, and manage airborne traffic within the control zone. In the bigger picture, we rely on our colleagues at the Flight Information Centres to provide weather briefings and help process NOTAMs and visual flight rules (VFR) flight plans, flight service specialists to deliver advisory services and serve as a key communications link between pilots, airlines, and other Nav Canada teams, air traffic operations specialists (ATOS) to ensure accuracy in instrument flight rules (IFR) flight plans, and Terminal controllers to coordinate with us for arriving and departing IFR flights. Each of us has a specialized role, and we rely on one another to keep things moving!” said Richard Bowman, air traffic controller based at Nav Canada’s tower at Pitt Meadows Regional Airport. 

Nav Canada Photo

Myth #4: The job is solitary 
“Teamwork is an important role to ensure we maintain safety. Our team is spread out across the nation and each of us play a role towards the safe operation of aviation through all the phases of the flight. We become efficient when we all play our parts as it is set out through standards and procedures. Even when employees have single stand shifts, they are in frequent contact with pilots, flight dispatchers, and other Nav Canada team members across the country,” said Hady Tohme, flight service specialist based at Nav Canada’s Edmonton Flight Information Centre.  

Nav Canada Photo

Myth #5: Air traffic services are mostly automated  

“While it is true that there have been incredible advances in the technologies we use to provide air traffic services since Canada’s first air traffic control tower opened in 1939, air traffic service professionals continue to play a vital role. Additionally, the relationship between ATS professionals, pilots, and ground crews is built on trust and clear communication, something automation cannot fully replicate. ATS professionals are essential to the realization of our ultimate goal of keeping Canada’s sky safe,” said Yan Tremblay, director of airport and flight information services at Nav Canada. 

Nav Canada Photo

Myth #6: You need to work in a big city or close to an airport  

“Not all air traffic controllers and flight service specialists work in major hubs; many are based in remote areas far away from the pilots and colleagues they communicate with daily. Nav Canada’s air traffic service professionals manage one of the largest airspaces in the world and our sites are spread out from coast-to-coast-to-coast,” said Abby Kahlon, site manager at Nav Canada. 

Nav Canada Photo

Myth #7: The work becomes routine after a while 

“Every day is different. Weather systems are constantly changing, and pilots have unique needs on every flight. Working in a Flight Information Centre, my colleagues and I provide pre-flight information, including weather briefings, NOTAMs, and updates about airspace issues that pilots may encounter enroute. We handle flight planning, offer alerting services to ensure flights reach their destinations safely, and communicate via remote communication outlets (RCOs) across the country. These communications can involve anything from weather updates and flight plan changes to clearance relays from air traffic controllers, or even handling emergency MAYDAY calls. Additionally, we are responsible for issuing all NOTAMs within our area of responsibility,” said Wayne Van Petten, flight service specialist team supervisor based at Nav Canada’s Edmonton Flight Information Centre. 

Nav Canada Photo

Myth 8: It’s impossible to handle the stress long-term 

“I get this question a lot. The job can have stressful moments, but we have our down times during our shifts as well. What most people don’t know is how much training and support we have.  We train extensively for these moments, so when we reach a stressful situation, we are prepared to react as if it is a normal part of our job. When the situation is over, if needed, we also have the option to be supported through our peer support programs,” said David Mercer, flight service specialist team supervisor at Nav Canada. 

Ready to let your career take flight? 

Nav Canada is hiring air traffic service professionals, including air traffic controllers and flight service specialists across Canada. Visit the careers page to learn more about this rewarding path. 

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CF-35A: More than a fighter jet https://skiesmag.com/features/cf-35a-more-than-a-fighter-jet/ https://skiesmag.com/features/cf-35a-more-than-a-fighter-jet/#respond Thu, 10 Oct 2024 13:43:19 +0000 https://skiesmag.com/?post_type=features&p=357113 In the CF-35A, the RCAF is acquiring a platform that will drive decisions for the wider Canadian Armed Forces about next-generation operations.

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When the Canadian government confirmed in January 2023 that it was selecting the F-35A Lighting II as its next-generation fighter jet, to replace the CF-188 Hornet, it set in motion changes that will ripple across the Royal Canadian Air Force (RCAF) and the wider Canadian Armed Forces (CAF) and Department of National Defence (DND) for decades.

Some changes, such as new air-to-air refueling aircraft and air-to-air weapons, were already well underway. But decisions around future fighter lead-in training, infrastructure at main and forward operating bases, modernized training ranges, security requirements, and data management were waiting on the fighter jet move really move forward.

In fact, the CF-35A Lightning II will be a “forcing function” that drives the Air Force, the CAF and DND into the realm of fifth-generation operations, Major-General Sylvain Ménard told a recent conference hosted by the Canadian Global Affairs Institute (CGAI).

“To be very clear, it is going to be challenging, and not only for the fighter force,” said Ménard, Chief of Fighter Force and NORAD Capabilities. The F-35 might have the attributes of a fighter jet, but it was “designed to be the ultimate sensor.”

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Air Mobility: RCAF air transport squadrons have power to move https://skiesmag.com/features/air-mobility-rcaf-air-transport-squadrons-have-power-to-move/ https://skiesmag.com/features/air-mobility-rcaf-air-transport-squadrons-have-power-to-move/#respond Thu, 03 Oct 2024 13:54:09 +0000 https://skiesmag.com/?post_type=features&p=357135 The RCAF’s air transport squadrons are little-known to the average civilian, and often overlooked, but the Canadian Armed Forces can’t function without them.

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The specifics of the mission are sensitive, so Major Atif Rizvi keeps them close to his vest.

But this much he can reveal: In May 2024, a CC-130J Hercules transport aircraft left Air Task Force Prestwick on Scotland’s west coast, about 53 kilometres south of Glasgow, and flew directly to a small country in eastern Europe.

There, workers loaded cargo into the Herc’s belly, which the CC-130J carried to an undisclosed location—Maj Rizvi couldn’t say where—before circling back to the small-but-bustling Prestwick Airport to prepare for the next airlift.

While specific details about the cargo cannot be shared, the crew takes meticulous steps, including security escorts where necessary, to ensure it is transported safely.

“Consider us to be your transport truck, but in the air,” said Rizvi, deputy detachment commander of the Prestwick Air Task Force and det commander for Operations Impact (Middle East) and Presence (Africa).

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Business turboprops move toward a steadier state https://skiesmag.com/features/business-aviations-move-toward-a-steadier-state/ https://skiesmag.com/features/business-aviations-move-toward-a-steadier-state/#respond Fri, 27 Sep 2024 13:55:12 +0000 https://skiesmag.com/?post_type=features&p=358125 Though the business turboprop market is normalizing, aircraft dealers and manufacturers say demand continues to outpace supply.

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When it comes to business aircraft, Canada has more turboprops than jets, according to Levaero Aviation’s 2023 State of the Canadian Market Report. Turboprops account for nearly 60 percent of the country’s registered business aircraft, a fact that is “reflective of the nation’s diverse geography and infrastructural demands.”

Canadian operators love turboprops for their reliability, operating economics, and ability to access remote unpaved runways. It’s also true that, for some, the optics are more favourable when arriving in a “propeller plane” than in a sleek business jet.

But how has the current economic uncertainty—alongside the post-pandemic demand for aircraft, supply chain constraints, and the Canadian luxury tax—affected the national turboprop market? According to Canadian aircraft dealers and original equipment manufacturers (OEMs), the market is regaining equilibrium, bit by bit.

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MQ-9B SkyGuardian set to provide armed overwatch for RCAF https://skiesmag.com/features/mq-9b-skyguardian-set-to-provide-armed-overwatch-for-rcaf/ https://skiesmag.com/features/mq-9b-skyguardian-set-to-provide-armed-overwatch-for-rcaf/#respond Thu, 26 Sep 2024 13:54:58 +0000 https://skiesmag.com/?post_type=features&p=357105 Building on the experience of more than eight million flight hours of its predecessors, the General Atomics MQ-9B SkyGuardian will significantly enhance a broad spectrum of Canadian military and civil operations.

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In about four years, the Royal Canadian Air Force (RCAF) expects first delivery of a fleet of 11 long-range high-endurance MQ-9B SkyGuardian intelligence, surveillance and reconnaissance (ISR) platforms to enhance its multi-role, multi-mission capabilities—hopefully, at a reduced operating cost.

The key difference with the RCAF’s current ISR mainstay—the venerable Lockheed CP-140 Aurora turboprop, which entered service in the early 1980s and is soon to be replaced, beginning in 2026, by the Boeing P-8A Poseidon jet—is that the new platforms will be remotely piloted aircraft systems (RPAS), flown by crews using satellite links in six ground control stations managed from a ground control centre (GCC) in Ottawa.

14 Wing Greenwood in Nova Scotia and 19 Wing Comox on Vancouver Island will be the main SkyGuardian flight centres, with purpose-built hangars and other support facilities. Greenwood is scheduled to have 55 dedicated personnel and Comox 25, while the GCC will have 160.

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Olympian-turned-pilot Megan Lane finds love at first flight https://skiesmag.com/features/olympian-turned-pilot-megan-lane-finds-love-at-first-flight/ https://skiesmag.com/features/olympian-turned-pilot-megan-lane-finds-love-at-first-flight/#respond Thu, 19 Sep 2024 13:28:10 +0000 https://skiesmag.com/?post_type=features&p=358128 Canadian Olympian Megan Lane knew from the minute she stepped into a general aviation airport in Florida that flying would be her next great passion.

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How do you get a horse to dance? As one of Canada’s most accomplished athletes in dressage, a form of artistic equestrian riding often referred to as “horse ballet,” Megan Lane has spent most of her life trying to figure that out.

But in her early 30s, the former Olympian from Collingwood, Ont., became preoccupied with a new question: How can I manage to fly every day, as often as I can, for as long as they’ll let me?

It started with a discovery flight at the Wellington Aero Club Airport in south Florida, where most of North America’s elite dressage riders train for a portion of the year. The minute she walked into the building, Lane sensed she’d found a new passion. She cultivated it almost immediately by earning her private pilot’s licence and is working toward a commercial rating. Her goal now is to become an airline captain.

“I had an overwhelming feeling that this is something I want to do and a place where I wanted to be,” said Lane. “Ever since then, the environment has been nothing but inspiring. It’s been amazing. It’s not just the flying, but the community as a whole.”

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Top Aces: Upping the adversary threat https://skiesmag.com/features/top-aces-upping-the-adversary-threat/ https://skiesmag.com/features/top-aces-upping-the-adversary-threat/#respond Tue, 17 Sep 2024 13:38:47 +0000 https://skiesmag.com/?post_type=features&p=358122 With the A-4 Skyhawk, Top Aces has introduced a more credible enemy aircraft for the now more combat-capable CF-18 Hornets.

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Top Aces completed its first adversary air training mission with a Douglas A-4N Skyhawk advanced aggressor fighter at 4 Wing Cold Lake, Alta., in late June 2024.

The A-4, flying with a formation of the company’s Alpha Jets, supported air combat training for Royal Canadian Air Force (RCAF) CF-18 Hornet pilots over the Cold Lake air weapons range in northeastern Alberta.

The Skyhawk, featuring tail art commemorating the RCAF’s centennial and equipped with Top Ace’s advanced aggressor mission system (AAMS) and an active electronically scanned array (AESA) radar, was one of two A-4s that landed at 4 Wing in May, and the first of four that will eventually provide advanced “red air,” or enemy, training for the Air Force under what’s known as the Contracted Airborne Training Services (CATS) program.

“We expect to see the next two aircraft delivered before the end of the year to get early to [full operational capability] ahead of schedule,” James Manning, a former CF-18 pilot and vice-president, Canada, for Top Aces, told Skies in a recent interview.

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Porter’s pivotal plane https://skiesmag.com/features/porters-pivotal-plane/ https://skiesmag.com/features/porters-pivotal-plane/#respond Tue, 10 Sep 2024 13:28:25 +0000 https://skiesmag.com/?post_type=features&p=358119 Since betting on the Embraer E195-E2, Porter Airlines has rapidly expanded service across Canada and into the United States.

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Porter Airlines is employing the latest variant of Embraer’s flagship commercial jet to expand across North America. The E195-E2 was not the airline’s first choice for growth, but it has proven to be a savvy decision.

Before examining how the aircraft is being deployed, it’s worth a brief review of the carrier’s history. Porter began with a pair of De Havilland Canada Dash 8-400s shuttling between Billy Bishop Toronto City Airport (YTZ) and Ottawa on October 23, 2006. By December 2011, it was operating 26 aircraft to a dozen Canadian communities between Thunder Bay and St. John’s, N.L. In addition, it was serving Boston, Chicago and New York in the United States. The Toronto-built turboprop had proven its value to the carrier in terms of economics, operational reliability and customer comfort.

Ever ambitious, Porter wanted to expand its recognized service across North America, but it required a suitably sized jet with trans-continental range. Bombardier was developing its BD-500 CSeries of airliners at that time and the aircraft showed great promise.

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Pipistrel Velis Electro: Flying on Sunshine https://skiesmag.com/features/pipistrel-velis-electro-flying-on-sunshine/ https://skiesmag.com/features/pipistrel-velis-electro-flying-on-sunshine/#respond Wed, 04 Sep 2024 13:40:03 +0000 https://skiesmag.com/?post_type=features&p=358131 A partnership in Waterloo, Ont., in collaboration with Transport Canada, is pioneering research on electric flight with a Pipistrel Velis Electro.

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Electric flight has been a hot topic in aviation circles for years, sparking passionate debates. But the real question is: What do the next generation of pilots want? With the pressing issues of high carbon emissions, noise pollution, and global warming, it’s clear that aviation needs to evolve. Young aviators are looking for sustainable and innovative solutions that address these environmental challenges while keeping the thrill of flight alive.

This summer, Skies visited the Waterloo Wellington Flight Centre (WWFC) to chat about their partnership with the University of Waterloo through the Waterloo Institute for Sustainable Aeronautics (WISA), the introduction of the fully-electric Pipistrel Velis Electro aircraft into their fleet, and what they believe the future of aviation has in store.

Flight innovation hub

The Waterloo Institute for Sustainable Aeronautics (WISA) was founded by Dr. Suzanne K. Kearns at the University of Waterloo after a student asked her, “Is it possible to love aviation and the planet at the same time?” Students recounted being questioned by their peers, who would ask, “Why would you choose to join an industry that contributes to climate change?” They were told they should feel embarrassed for being passionate and inspired by aviation. At that moment, Dr. Kearns realized the industry’s future must be inextricably linked with sustainability.

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RCAF: Training in transition https://skiesmag.com/features/rcaf-training-in-transition/ https://skiesmag.com/features/rcaf-training-in-transition/#respond Fri, 30 Aug 2024 13:37:31 +0000 https://skiesmag.com/?post_type=features&p=357116 Faced with fewer instructors and aging resources, the RCAF is launching a program to digitize and modernize its training system.

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When Lieutenant-Colonel Len Matiowsky first heard it, he felt the hair on his neck stand up. Over 13 of the 28 Royal Canadian Air Force (RCAF) occupations are deemed non-recoverable. “I had to think on that for awhile to get a perspective of what that meant,” he admitted.

If the RCAF continues to train personnel as it has traditionally done, relying on the resources it currently has, it will fail to produce sufficient numbers to fly and support aircraft, headquarters, and mission critical systems for years to come. For an organization already struggling with personnel shortages across all occupations—2,000 in the Regular Force and 500 in the Reserve—that’s an alarming prospect.

“Training modernization is a big deal not simply because we can, because the technology exists, but because we have to,” said Matiowsky, director of Training Support and Innovation at 2 Canadian Air Division (2 CAD) in Winnipeg. “We have no choice but to modernize. Otherwise, our credibility will be greatly reduced.”

In November 2023, the RCAF published a strategy to modernize training across the force that proposes to introduce new teaching methodologies, integrate more technology, and reduce the demand on personnel.

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Q&A – Anthony Norejko, CEO of Canadian Business Aviation Association https://skiesmag.com/features/qa-anthony-norejko-ceo-of-canadian-business-aviation-association/ https://skiesmag.com/features/qa-anthony-norejko-ceo-of-canadian-business-aviation-association/#respond Wed, 28 Aug 2024 13:17:34 +0000 https://skiesmag.com/?post_type=features&p=358135 Norejko sat down for a conversation on the state of the sector at the conclusion of the association’s annual convention and trade show in Montreal

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Business aviation has long ridden the winds of the economy, historically picking up speed as GDP rose and the need for business travel increased.

The Covid-19 pandemic turned some of that math on its head. Though the number of business aircraft operating in Canada declined between 2017 and 2022, from about 1,900 to 1,500, the slow recovery in 2021, affected by supply chain disruptions, increases in consumer goods, and travel restrictions, prompted demand for private aircraft and charter services to grow. New entrants to the business jet market saw the time-cost benefit of the sector, even as the global economy struggled.

As the sector adapts to what Anthony Norejko describes as a “period of normalization,” it’s now coping with turbulence caused by limits to airport access, the implementation of luxury taxes, and a growing public protest in Europe about the impact of business aviation on the environment. The president and CEO of the Canadian Business Aviation Association (CBAA) sat down for a conversation on the state of the sector at the conclusion of the association’s annual convention and trade show in Montreal in June.

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Sustaining the Seahawk https://skiesmag.com/features/sustaining-the-seahawk/ https://skiesmag.com/features/sustaining-the-seahawk/#respond Thu, 15 Aug 2024 14:44:02 +0000 https://skiesmag.com/?post_type=features&p=358091 Lessons learned on deployment in the Sinai have helped an RCAF exchange officer co-lead a team supporting the U.S. Navy’s maritime helicopter fleet.

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It’s a long way from the Sinai Peninsula to Patuxent River, Maryland — about 9,500 kilometers (5,900 miles) as the crow flies — but for Maj. Thomas Munro, the interpersonal skills he acquired over 12 months helping facilitate the Egypt–Israel peace treaty have translated well to a role supporting sustainment of the U.S. Navy (USN) Sikorsky MH-60 Seahawk helicopters.

Munro is the military co-lead for the air vehicle integrated program team (IPT), one of the IPTs of the MH-60 Multi-Mission Helicopter Program, also known as PMA-299, a sub-unit of Naval Air Systems Command (NAVAIR).

Together with a civilian counterpart, he heads a team of between 12 and 15 people — depending on how you count them — who manage the air vehicle portion of MH-60 sustainment for the USN and international partners operating the R (Romeo) and S (Sierra) variants of the Seahawk.

An HSM-46 MH-60R Seahawk, left, and an HSC-5 MH-60S Seahawk prepare to land on the flight deck aboard Nimitz-class aircraft carrier USS George Washington (CVN 73) while underway in the Atlantic Ocean. U.S. Navy/2nd Class Nicholas Russell Photo

Built by Sikorsky and based in part on the UH-60 Black Hawk platform, the MH-60 Romeo serves as the USN’s primary anti-submarine and surface warfare helicopter, while the MH-60 Sierra holds a wide range of mission sets, from surface warfare to maritime interdiction operations, personnel recovery, special warfare support, search-and-rescue, medical evacuation, logistics, and airborne mine countermeasure, to name a few.

The IPT manages projects for Seahawk propulsion, flight controls, and structural components, and collaborates with other IPTs on avionics, mission systems, and software — projects that span multiple areas of responsibility.

Prior to arriving in Maryland, however, Munro served from July 2022 to July 2023 as staff officer to the chief of liaison to the Multinational Force and Observers (MFO) in Egypt. The MFO was created in 1981 following the Egypt-Israel peace treaty of 1979, and stood up in April 1982 as Israel completed withdrawal from the Sinai. A contingent of Canadian Armed Forces members has been participating in the MFO since September 1985 under a mission called Operation Calumet.

Facilitating a peace treaty and sourcing helicopter components might seem worlds apart, but Munro has found remarkable congruency between the two. Working in a multinational setting in the Sinai, he quickly learned that “although we speak the same language, we don’t always speak the same language.” Qualifying statements and ensuring language and assumptions match applies to supporting a complex helicopter system that is vital to the USN and international customers.

“You hear an acronym, based on context you think it means something, but you have to ask to ensure your understanding,” he noted. “You are clarifying intent a lot of times, just as you are trying to learn new policies and processes, in addition to the people.”

The Sikorsky MH-60S variant first entered into service with the U.S. Navy in 2002. Meanwhile, the Romeo variant first began operating in 2005. Skip Robinson Photo

In Egypt, relationships were intensely personal, built through face-to-face engagement over time. “We’d talk about who you are and where you came from, the challenges that you’re facing, and what your family is like. Once you learned more about who you were as individuals, then you started to work more on the professional side, working through those challenges,” Munro said.

“I’ve never been a fan of calling someone when I need their help. I’d like to have that relationship before I need to ask them for something. I think that working with ultimately 15 different militaries, dealing with the Egyptian and the Israeli forces, allowed me to become comfortable in the unknown.”

Though a vastly different setting, the procurement and sustainment environment of NAVAIR was a step into the unknown. Co-leading a mostly civilian team, with limited reach back to a fellow Canadian with corporate knowledge of how U.S. processes are conducted, he’s approached the job “with a lot of humility … because you need other people to assist you and [provide] answers and information.

“I think that [both] experiences have been similar. The difference is that in Egypt, I was going into something that was more established,” he noted of the knowledge passed on by successive rotations and the experience of his boss, an Army colonel who arrived earlier and “pointed me in the right direction until I got my feet underneath me.”

An HSM-46 MH-60R Seahawk takes off on Nimitz-class aircraft carrier USS George Washington (CVN 73), while an HSC-5 MH-60S Seahawk loads personnel in the Atlantic Ocean. U.S. Navy/3rd Class August Clawson Photo

Maritime helicopter selection

Munro’s love for aviation comes from his father, Shawn. Though never able to join the air cadets in the Vancouver region when he was young, Shawn made sure every opportunity was available to the son, including enrolling in the cadet program just before Munro’s 12th birthday.

“As I was growing up, he was passionate about aviation,” Munro recalled. “He kind of lived vicariously through me, and encouraged me to follow that path.”

From age seven until his mid-teens, one of Munro’s annual outings was to Naval Air Station Whidbey Island, just over the border at the northern end of Puget Sound, for the air show, which, among many aircraft, featured maritime helicopters.

Former CH-148 Cyclone pilot Maj. Thomas Munro uses lessons learned from his deployment in the Sinai to support the sustainment of the MH-60 Seahawk for the U.S. Navy.

At 17, he received a glider scholarship with the air cadets at 19 Wing Comox, B.C., and was accepted into the Royal Military College of Canada (RMC) in Kingston, Ontario, the following summer. Nonetheless, he was able to return to Comox as a glider instructor while he was completing a degree in business at RMC.

“That prepared me well for future pilot training,” Munro said.

After finishing Royal Canadian Air Force (RCAF) pilot training in Portage la Prairie, Manitoba, and Moose Jaw, Saskatchewan, on the Grob-G120A, CT-156 Harvard II, and then the Bell 206 and 412, in the early 2010s, he was selected for the CH-124 Sea King helicopter.

He served with 423 Maritime Helicopter Squadron and 406 Maritime Operational Training Squadron at 12 Wing Shearwater in Nova Scotia for the next 7.5 years as both squadrons transitioned to the CH-148 Cyclone, becoming a crew commander, maintenance test pilot, and ultimately, an instructor on the new platform. Munro was a part of the first Helicopter Air Detachment to deploy the CH-148, operating from HMCS Ville de Québec in 2018.

Marines fast-rope from an HSC-25 MH-60S Seahawk to the flight deck of the forward-deployed amphibious assault ship USS America (LHA 6). U.S. Navy/Darian Lord Photo

Following the tragic crash of a Cyclone, callsign “Stalker 22,” into the Mediterranean in April 2020, which killed all six Canadian Armed Forces members onboard, he was assigned to support one of the families. He then served as executive assistant to the 12 Wing commander, and did a tour with 1 Canadian Air Division (1 CAD) in Winnipeg, Manitoba, as one of two staff officers for maritime helicopter airworthiness, before the opportunity with the MFO in Egypt presented.

Arriving in Cairo as the Covid-19 pandemic subsided, Munro was thrust into a role markedly different from his recent predecessors. The job had been vacant for the previous nine months, and during the pandemic, liaison among the various parties in the region had become largely digital. Now, it was returning to face-to-face meetings, and frequently. One or two times each month, he and his boss would fly by UH-60 helicopter to sit with counterparts in the Egyptian town of Taba, near the northern tip of the Gulf of Aqaba, or by C-295 and then ground transport to Rafah on the border with Gaza.

“I became less of an EA and more of an aide-de-camp, a traveling secretary, a travel planner, a problem solver,” he said. “It was a great opportunity, exactly what I had hoped I would experience. It was similar to my position working for the 12 Wing commander, but with an opportunity to experience those higher-level meetings. I was exposed to something that, at the time as a captain, you just don’t see a lot.”

In October 2022, Munro was recommended for the job with NAVAIR, a position once held by his former boss with 1 CAD. Working through the U.S. Embassy in Cairo, he completed the necessary paperwork over the next months. And within a few days of landing back in Canada in July 2023, he was in a rental car driving to Pax River after a flight to Washington, D.C., for the initial orientation.

The Sikorsky MH-60S achieved full operational capability with the U.S. Navy in 2016, replacing the CH-46D Sea Knight and HH-60H Seahawk (pictured) fleets. Skip Robinson Photo

Seahawk portfolio

Sustaining the MH-60 offers a window to both current and emerging technology. The Sierra entered service in 2002, replacing the CH-46D Sea Knight and HH-60H Seahawk fleets, and achieved full operational capability (FOC) in 2016. The Romeo, which replaced the legacy SH-60B and SH-60F aircraft, began operating in 2005 and reached FOC in 2010. Both are established platforms with thousands of flight hours under their rotor blades, but both include continuous improvement programs to confront the latest threats and meet new mission requirements.

“It’s a pretty broad portfolio,” Munro explained. Other IPTs manage software and avionics systems, but across PMA-299, there is a wider life extension program for both fleets. And it has a lot of operational expertise to draw on. Munro is the only serving military member in his IPT but oversees a team of former military and ex-Sikorsky and Lockheed Martin technicians and aircrew with years of experience “understanding how the systems will work for the operator.

“This is truly a project management position,” he said. “My role is less about doing and more about overseeing. And for me, being the newly promoted major, this is a good opportunity to stretch that muscle and learn how to watch and observe — and when to assist and when to let people do their jobs.”

As with most U.S. military programs, the scope and scale of the MH-60 fleets has been the most noticeable adjustment from working with the CH-148 Cyclone. The RCAF will eventually operate 28 Cyclones. NAVAIR has about 500 Seahawks and some projects also involve the U.S. Army UH-60 Black Hawk and U.S. Air Forces HH-60 Pave Hawk fleets.

“The magnitude is much larger than my little 12 Wing brain can fully understand,” he joked.

While the exchange could clearly be viewed as a stepping stone into acquisition with the RCAF’s Directorate of Air Requirements (DAR) — in less than a year, it has provided great exposure to flight line processes, engineering and management, Munro acknowledged — NAVAIR’s systems and procedures are distinct and not necessarily the logical leap to DAR one might think.

Marines fast-rope from an HSC-25 MH-60S Seahawk during an exercise with the forward-deployed amphibious assault ship USS America (LHA 6) while conducting routine operations in the Philippine Sea. U.S. Navy/Kenneth Melseth Photo

Nonetheless, he is acquiring project management expertise for a complex multi-mission capability. Senior RCAF officers in recent months have highlighted the placement of exchange officers with allies operating platforms, such as the F-35A fighter and the P-8 Poseidon maritime patrol and reconnaissance aircraft to help develop common maintenance and operator tactics, techniques and procedures.

“My role is more tactical in terms of getting projects completed for the U.S. Navy to continue to meet the mission demanded of that aircraft,” Munro explained. “In terms of my future employment, I will have grown a lot in the next two and a half years or potentially longer, and that experience will allow me to do better in any role in Canada. My personal hope is that I’m not pigeonholed into an acquisition role, just because that is adjacent to what I’m doing right now. If that is the right position for me at the right time, then that’s fantastic. But I think that it would be short sighted to look at it as this is the only value that we’re getting from this position.”

Munro officially started the job in October and emphasized that after just six months, he’s still in a learning phase, coming to grips with the full range of the NAVAIR program. “If we were to do this interview next year, I might have a completely different emphasis,” he said, “and I’m sure that I would have different stories to tell.”

He’s taken full advantage of NAVAIR’s location to visit the Smithsonian and other points of interest in Washington, Baltimore, and nearby cities. “I want to grow personally and professionally,” he said.

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