L’IADA constate une hausse des ventes d’avions d’occasion

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En dépit de l’épisode de coronavirus qui a commencé en mars 2020 et qui a provoqué une chute des ventes d’avions d’occasion, les membres de l’International Aircraft Dealers Association (IADA) sont heureux de constater une recrudescence des transactions dans les trois derniers mois de l’année.

Désirant documenter la volatilité des ventes d’avions d’occasion résultant de l’impact économique de la COVID-19, l’IADA a commencé à suivre les chiffres de ventes sur une base mensuelle à compter d’avril dernier. Représentant les sept pour cent des meilleurs concessionnaires d’aéronefs du monde, l’IADA est généralement responsable de 40 pour cent des ventes d’avions d’occasion.

« L’ensemble des concessionnaires de l’IADA ont conclu un total de 1011 transactions entre avril et décembre 2020, sans compter les ventes d’avions d’occasion gérées par nos membres équipementiers », a déclaré Wayne Starling, directeur principal de l’IADA. « Nos concessionnaires ont enregistré 285 ventes rien qu’en décembre, de loin le mois le plus actif de l’année et le double de tous les autres mois touchés par la COVID-19. »

Les concessionnaires de l’IADA ont également terminé l’année en mettant 74 autres appareils « sous contrat » en décembre, ce qui augure bien pour l’année 2021. Fait frappant, les concessionnaires ont signalé que seulement 36 des 554 transactions conclues au quatrième trimestre l’avaient été avec un prix à la baisse. Marquant un retour à des prix stabilisés, cette situation contraste avec les 45 ventes d’aéronefs conclues à la baisse parmi les 174 transactions réalisées au deuxième trimestre, alors que l’industrie commençait à se remettre de la chute d’activité sans précédent de mars 2020.

« Bien qu’il soit trop tôt pour dire que l’industrie a complètement rebondi – et alors que la pandémie fait toujours rage – les activités sur le marché des avions d’occasion s’avèrent néanmoins assurément en hausse chez tous nos concessionnaires », a fait valoir M. Starling.

Au cours de l’année 2020, le secteur du marketing de l’organisation – AircraftExchange.com – a traité 638 transactions pour des avions répertoriés exclusivement par des concessionnaires de l’IADA, et totalisant une valeur de plus de 5 milliards de dollars (G$). Cela s’est produit malgré les conditions de vente les plus volatiles de l’histoire de l’industrie aéronautique occasionnées par la pandémie. Aujourd’hui, l’organisation compte plus de 500 avions d’affaires à vendre en exclusivité sur son site : des turbopropulseurs aux avions à réaction d’affaires haut de gamme à longue portée.

(Photo : Adobe Stock)

Bell évalue une autre configuration de son APT au Québec

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Le 14 janvier, Bell a annoncé avoir procédé à l’essai en vol d’une nouvelle configuration de son système de Transport de capsule autonome (APT). L’essai a été effectué le 11 décembre dans les installations de l’entreprise à Mirabel au Québec, en collaboration avec ARA Robotics.

Bell explique que la nouvelle plateforme fonctionne avec la même architecture et le même système de propulsion que son giravion renommé, mais qu’elle utilise une forme aérienne différente. La compagnie mentionne que le but du projet était d’explorer les variations de la conception et d’évaluer les changements de performance, d’autonomie et d’interactions avec utilisateurs.

Ce démonstrateur technologique est cofinancé par le Programme canadien de développement technologique (TDP), lequel permet à Bell de tester de nouvelles technologies qui favorisent les avancées en matière d’autonomie et de propulsion électrique.

« Nous sommes ravis de démontrer cette configuration pour montrer à nos clients potentiels à quel point cet aéronef peut être flexible, évolutif et personnalisable », a déclaré Michel Dion, directeur principal Innovation chez Bell.

Cette configuration a évalué de nouvelles fonctionnalités de conception telles qu’une nacelle centrale fixe qui favorise les charges utiles conteneurisées; un accès latéral aux compartiments de charge utile; des ailes balayées; et des queues en V articulées.

Bell indique qu’à ce jour, le programme APT a réalisé des centaines de vols d’essai et plusieurs démonstrations à des clients commerciaux et militaires potentiels, dont les besoins incluent des missions logistiques sans pilote. La compagnie continue de faire évoluer sa plateforme en vue de la production initiale des avions.

(Photo : Bell)

Applications now being accepted for COPA Neil J. Armstrong Scholarship

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For over 25 years, the COPA Neil J. Armstrong Scholarship has helped open doors for the next generation of aviators. The scholarship, created in honour of Canadian Aviation Hall of Fame inductee Neil J. Armstrong, financially supports flight training to aspiring aviators.

Helping Young Pilots Get Started
COPA’s Neil J. Armstrong Scholarship promotes Canadian pilot development by providing annual scholarships to ab-initio pilots and advanced flight training to licensed pilots.

• The Ab-initio Scholarship provides up to $10,000 toward eligible training costs associated with the Private Pilot License (PPL). (Certain conditions apply).

• The Advanced Training Scholarship supports young pilots with $5,000 toward a commercial license, endorsements or ratings. (Certain conditions apply).

Are you or do you know an aviation enthusiast between the ages of 15 and 21 with a love for adventure? Applications for the COPA Neil J. Armstrong Scholarship are being accepted until March 31, 2021. We encourage everyone to visit copanational.org/en/scholarship for more information on eligibility criteria.

Interested in Contributing to the Future of General Aviation?
Since the scholarship was first introduced, close to 60 selected candidates have received flight training funding through the generous contributions from friends and family of Neil J. Armstrong, COPA members, and the Canadian General Aviation community. For more information on how to make a donation and to support a new generation of deserving flyers, please visit copanational.org/en/donate.

About Neil J. Armstrong
Neil J. Armstrong joined the Royal Canadian Mounted Police and graduated from pilot training as a commissioned officer where he was assigned as a flying instructor. After his honorable discharge, he pursued his career as an Engineer in Geology and Geophysics.

In 1961, he flew the Atlantic Ocean nonstop with his friend Max Conrad in a Piper Apache from Newfoundland to Ireland in 13 hours! Two years later, he shared pilot/navigator duties with Roy Moore, flying a Piper Aztec non-stop across the Pacific Ocean from California to Hawaii in 18 hours total.

In 1964, he was elected as President of COPA, a position he held for three years. Armstrong wrote a regular column about his travels in COPA’s then Canadian Flight magazine.

He was named to Canada’s Aviation Hall of Fame in 1973 with the following citation: “His combination of piloting ability, technical knowledge, navigational skills and dedication to purpose, despite adversity, have resulted in outstanding benefit to Canadian aviation.”

Visit copanational.org/en/scholarship to learn more about the COPA Neil J. Armstrong scholarship today or to apply.

(Photo of Neil J. Armstrong: COPA National)

COVID-19 in Ontario, a General Aviation perspective

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The Following Article is Written by Phil Lightstone

On January 12, 20201, Premier Doug Ford announced a state of emergency in Ontario relating to COVID19, issuing a Stay at Home Order (SaHO). Effective on Thursday, January 14, 2021, all Ontario residents are asked to stay at home with the exception of essential services. The Premier’s goal is to limit person to person contact, reducing the spread of the COVID19 virus. The stay at home order is not a curfew.

From a General Aviation (GA) perspective, some flight training units have put their operations on hold, curtailing flight instruction. GA pilots engaged in essential service flights, like transporting medical supplies, Hope Air flights and others, are able to fly without violating the order. Using common sense, a flight for that $100 hamburger would violate the order. The Ontario government’s stay at home order, has a number of exceptions, but in essence, we are advised to stay at home, with the exception of shopping for essential products like food, medical supplies, etc. In Ontario, Typical winter weather in January and February, tends to be IFR with icing in the lower flight levels, which limits the amount of flyable days for the average GA pilot.

From a GA perspective, we may choose to fly our aircraft for maintenance requirements, like moving the aircraft to a maintenance shop for its annual inspection, post maintenance flight, etc. From a VFR and IFR currency requirement, this becomes a bit of a grey area, where your common sense comes into play. Clearly this is a complex situation, where the outcome of a pilot’s flight activities (e.g. an off airport landing) could require EMS front line staff to be diverted from other emergencies.

Christine Gervais, COPA President and CEO, reports “we need to do everything we can to follow and support provincial health guidelines. Professional flight training, training flights towards a license or rating, and flights that are for the purpose of maintaining pilot/aircraft proficiency can continue. However, leisure flights should not be conducted in any province where the provincial government has issued stay-at-home restrictions.”

Clark Morawetz, COPA director and flight instructor reports “from a pilot proficiency perspective, we need to be careful regarding the impact to aviation safety as we come out of COVID19. Access to qualified instructors will be critical to the COVID19 transition.”

Contact your flight school or freelance flight instructor to determine if they are continuing training during SaHO. If you plan not to fly your aircraft during the upcoming months, you might consider “pickling” your engine to limit corrosion caused by inactivity. Many pilot/owners and AMEs would not recommend running the aircraft’s engine on the ground during long periods of flight in activity. Typically, this would not bring the engine to a temperature which would boil water vapour out of the oil, and might accelerate the corrosion process. Check with your maintenance shop for guidance.

Penalties for those who are found to be in contravention of the Emergency Management and Civil Protection Act or the Reopening Ontario (A Flexible Response to COVID-19) Act, could face fines of up to $100,000 and one year in prison. In the case of an individual who is a director or officer of a corporation, the maximum fine is $500,000 and one year in prison. The corporation itself could face fines of up to $10,000,000. See the Emergency Management and Civil Protection Act, R.S.O 1990, c. E. 9 (www.ontario.ca/laws/statute/90e09#BK22) and the Reopening Ontario (A Flexible Response to COVID-19) Act, 2020, S.O 2020, c. 17 (https://www.ontario.ca/laws/statute/20r17) for more details.

More information can be found at www.Ontario.ca/COVID-19. As always, stay safe during our new normal. Don’t forget to check out the PlaneTalk podcasts on Apple, Google, Spotify and at www.PlaneTalk.ca.

(Photo: Adobe Stock)

TSB investigation into mid-2020 Murphy Aircraft collision with terrain

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Transportation Safety Board of Canada released its investigation report (A20W0046) into the fatal mid-2020 loss of control and collision with terrain of a privately registered Murphy Aircraft SR3500 in Rolly View, Alberta.

Outlining the event, which claimed the lives of three people, Transportation Safety Board (TSB) explains that on July 3, 2020, an amateur-built Murphy SR3500 aircraft, also known as the Murphy Moose (high-wing 4-seat aircraft), departed Cooking Lake Airport in Alberta to conduct seaplane endorsement training. The flight included one pilot, one training pilot and one passenger. The aircraft was equipped with amphibious floats.

After a touch-and-go on a lake to the east of Cooking Lake, TSB explains the aircraft (Privately registered as C-GATR) proceeded to the southwest. While maneuvering in the vicinity of Rolly View, Alberta, the aircraft departed controlled flight and collided with terrain. All occupants were fatally injured and there was no post-impact fire. The aircraft was destroyed.

For details about the aircraft’s flight, weather, when it stalled and entered a spin, as well as information regarding current seaplane rating training requirements, visit TSB’s investigation page for the full report.

Occurrence flight track, with final turn in inset image. (Source: Google Earth, with TSB annotations)

FreeFlight earns STC for Datalink ADS-B

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FreeFlight Systems earned Approved Model List Supplemental Type Certificate (AML-STC) approval for its Datalink ADS-B Solution, covering over 400 FAA Part 23 aircraft airframes for OEMs including Beechcraft, Cessna, Cirrus, Piper and more.

The Datalink ADS-B system, available in both receiver and transceiver options, has received five certifications for ADS-B; transmission on the 978 UAT frequency, receiving flight information broadcast services (FIS-B), receiving and processing aircraft surveillance application systems, receiving traffic information systems broadcasting (TIS-B) and global positioning systems. The unit interfaces with Traffic Alert System (TAS) and Traffic Collision Avoidance System (TCAS), and supports Ethernet, RS-232, and ARINC 429 data interfaces.

FreeFlight explains the solution is designed to interface with a range of aircraft avionics and tablet applications, and also provides a flexible option for upgrading technologies and displays. FreeFlight’s latest ADS-B device adds to its extensive list of avionic systems and technologies.

“This is exciting news for our customers,” mentioned Ashley Ring, VP Sales and Marketing of FreeFlight Systems. “Many of our customers already flying with our RANGR series can upgrade to the new Datalink ADS-B transceiver to improve their situational awareness.”

For customers utilizing the RANGR series, FreeFlight Systems is currently offering a $2,500 trade-in to upgrade to the new Datalink Transceiver.

(Photo: FreeFlight Systems)

TSB reports on late-2019 runway incursion at Pearson

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Transportation Safety Board of Canada released its investigation report (A19O0117) into the August 2019 runway incursion between two aircraft at the Lester B. Pearson International Airport in Toronto. There were no injuries in the occurrence, which stemmed from misinterpreted ATC communication.

Outlining the runway-incursion event, Transportation Safety Board (TSB) explains that on August 9, 2019 at 12:40 pm EST, an Air Canada Boeing 777-300 landed on Runway 33L. Three minutes later, an Air Georgian Bombardier CRJ 200 was instructed to line up on parallel Runway 33R.

Based on air traffic control (ATC) instructions, explains TSB, the 777 was crossing Runway 33 as the flight crew of the CRJ 200 began its take-off roll on the same runway without a take-off clearance. TSB explains the CRJ 200 flight crew then rejected the takeoff and exited via a taxiway after seeing the Boeing 777 over the crest of the runway.

TSB states its investigation found, that while completing the pre-departure checks, the flight crew of the CRJ 200 was informed of a change in departure instructions. The first officer received and read back the line-up instruction with the departure amendment, according to TSB’s investigation, but misinterpreted that ATC communication as a clearance for takeoff.

It was subsequently determined that the number of pre-departure tasks the flight crew was required to complete within a short amount of time increased their workload, according to TSB, and that the workload was further increased by the additional tasks brought by the change in instructions. As a result, TSB found that the increased workload, the expectation to receive a take-off clearance without delay, and the misinterpretation of the line-up instructions led the CRJ 200 flight crew to initiate take-off roll without a take-off clearance.

TSB also points to the grade profile of Runway 33R, which resulted in the fuselage of the Boeing 777 not being visible to the CRJ 200 flight crew at the start of the take-off roll. TSB’s investigation did not determine that fatigue affected the performance of the flight crew in this occurrence, but the agency noted the challenges of backward-rotating shift schedules for pilots, including those involved in this event.

TSB notes that NAV CANADA, following the occurrence, issued a directive reminding air traffic controllers to cancel the take-off clearance or issue an instruction to abort takeoff when runway incursion monitoring and conflict alert system stage 2 alerts are activated by a departing aircraft.

Depiction of the CRJ 200’s route and the Boeing 777’s approach path (dotted line) and taxi route (solid line) (Source: Google Earth, with TSB annotations)

IADA finds pre-owned aircraft sales rising

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Despite the pandemic-induced plunge in preowned aircraft sales in March 2020, members of the International Aircraft Dealers Association (IADA) experienced a rising wave of transactions, highlighted by a fourth quarter surge of 554 closed deals.

IADA began tracking sales metrics in April on a monthly basis as a result of the volatile used aircraft sales transactions caused by the impact on the economy from the COVID-19 contagion. Representing the top seven percent of the world’s aircraft dealers, IADA is generally responsible for 40 percent of preowned aircraft sales.

“In total, IADA dealers accounted for 1011 transactions in the April-December time period, not counting preowned aircraft sales handled by our OEM members,” said IADA Executive Director Wayne Starling. “Our dealers registered 285 sales in December alone, by far the most active month of the year and double any other COVID-19 impacted month.”

Looking towards 2021, IADA dealers ended the year by putting another 74 aircraft “under contract” in December. Strikingly, dealers reported that only 36 of the 554 transactions closed in the fourth quarter involved lowered prices. Marking a return to stabilized prices, that contrasts with 45 deals that involved aircraft with lowered prices on sales of 174 aircraft in the second quarter, as the industry began recovery from the unprecedented plunge in activity during March.

“While it is way too early to say the industry has rebounded completely, as the pandemic is still raging, the activity in the preowned aircraft marketplace is certainly trending upwards across all of our dealers,” Starling said.

The organization’s marketing arm, AircraftExchange.com, handled 638 transactions for aircraft that were listed exclusively by IADA dealers, worth more than $5 billion during the year of 2020. This occurred despite the most volatile sales environment in the aviation industry’s history due to the ongoing pandemic. Today, the organization exclusively lists more than 500 business aircraft for sale on its site. The aircraft range from turboprops to VVIP long range business jets.

(Photo: Adobe Stock)

Bell evaluates alternate APT configuration in Quebec

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Bell on January 14 outlined a flight test of a first alternate configuration of its Autonomous Pod Transport (APT). The test was conducted on December 11 at the company’s Mirabel, Quebec, facility in collaboration with ARA Robotics.

Bell explains the alternate platform operates with the same architecture and propulsion system of its tail-sitter aircraft but utilizes a different airframe. The purpose of the project, according to0 Bell, was to explore variations in the design and evaluate changes in performance, autonomy and user interactions.

This technology demonstrator is co-funded by the Canadian Technology Demonstration Program (TDP), allowing Bell to test new technologies that promote advances in autonomy and electric propulsion.

“We are excited to demonstrate this configuration to show our potential customers how flexible, scalable, and customizable this aircraft can be,” said Michel Dion, senior manager, Innovation, Bell.

This configuration evaluated alternative design includes features like fixed central pod that favours containerized payloads; side access to payload bays; swept wings; and articulated V-Tails.

Bell explains the APT program has completed hundreds of test flights and several demonstrations to potential commercial and military customers needing unmanned logistics missions. The company continues to mature the platform in preparation for initial aircraft production.

Omar Alghabra nommé ministre fédéral des Transports

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Le 12 janvier, le premier ministre canadien Justin Trudeau a annoncé un remaniement ministériel impliquant notamment la nomination d’Omar Alghabra au poste de ministre fédéral des Transports – succédant à Marc Garneau, nouveau ministre des Affaires étrangères.

Ce remaniement ministériel découle en grande partie de l’annonce du départ du cabinet de Navdeep Bains, ministre de l’Innovation, des Sciences et de l’Industrie, lequel a signifié ne pas avoir l’intention de se présenter aux prochaines élections.

M. Alghabra a été élu pour la première fois député de Mississauga-Centre en 2015, et a également été député de Mississauga Erindale de 2006 à 2008. Le gouvernement du Canada note qu’il a été secrétaire parlementaire du ministre des Affaires étrangères (Affaires consulaires) et du ministre de la Diversification du commerce international, avant de devenir secrétaire parlementaire du premier ministre (Renouvellement de la fonction publique) et du vice-premier ministre et ministre des Affaires intergouvernementales en 2019.

Dans ses nouvelles fonctions à Transports Canada, M. Alghabra continuera de jouer un rôle déterminant dans l’enquête sur la tragédie du vol 752 d’Ukraine International Airlines, à laquelle participera également M. Garneau dans le cadre de ses nouvelles fonctions.

Le gouvernement du Canada décrit M. Alghabra comme un militant communautaire de longue date, soulignant son implication dans des organisations locales comme Mississauga Summit et Youth Troopers for Global Awareness. Il a également appuyé une série d’initiatives visant à rendre les nouveaux Canadiens plus autonomes.

Ingénieur en mécanique de formation, M. Alghabra est titulaire d’une maîtrise en administration des affaires, et il a été professeur invité émérite de la Faculté des sciences de l’ingénierie et de l’architecture de l’Université Ryerson. Il a occupé divers postes chez General Electric Canada, Enbala Power et la Commission de l’énergie de l’Ontario.