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First Air

First Air was a Canadian regional airline that provided scheduled passenger and cargo services, primarily connecting remote Arctic communities in Nunavut, Nunavik, and the Northwest Territories to major southern hubs such as Ottawa, Montreal, Winnipeg, and Edmonton, operating from 1973 until its integration into Canadian North in 2021.^[1] Founded in 1946 as Bradley Air Services by aviation pioneer Russell Bradley, the company initially offered charter flights and flight training from Ottawa, evolving into a key provider of air transportation for Canada's northern regions through expansions and acquisitions.^[2] By the 1970s, it introduced the First Air brand and began regular scheduled services, starting with the Ottawa–North Bay route using small propeller aircraft, while establishing bases in remote locations like Resolute Bay and Eureka on Ellesmere Island.^[1]^[2] The airline's operations focused on serving Indigenous communities and supporting economic development in the North, with a fleet that grew to include versatile aircraft suited for short runways and harsh weather, such as De Havilland Canada DHC-6 Twin Otters, ATR 42/72 combi planes for mixed passenger-cargo loads, and larger Boeing 737s and 767 freighters for long-haul cargo.^[3] Key milestones included acquiring Ptarmigan Airways in 1995 and NWT Air in 1997, which expanded its reach and added jet capabilities, and introducing Boeing 727 jet service in 1986 to improve connectivity to southern cities.^[2] Headquartered in Kanata, Ontario, with main hubs at Ottawa's Macdonald–Cartier International Airport (YOW), Iqaluit (YFB), Yellowknife (YZF), and Rankin Inlet (YRT), First Air (IATA: 7F, ICAO: FAB) became Canada's largest northern carrier by the 1990s, transporting essential goods, medical evacuations, and passengers across 24 communities.^[1]^[3] In 1990, the Makivik Corporation, representing Inuit interests in Nunavik, acquired the airline, aligning its operations with community needs and leading to further modernization, including the addition of Boeing 767 Super Freighters in the 2010s for disaster relief and cargo demands.^[2] However, facing challenges like leadership changes and competition, First Air entered merger discussions with Canadian North in 2014, culminating in an agreement announced in 2018 and approved by the Government of Canada in June 2019.^[4] The merger closed on November 1, 2019, integrating schedules and fleets under the Canadian North brand (IATA: 5T), with First Air's independent operations ceasing on May 26, 2021, to form a unified northern airline better equipped to serve the region sustainably.^[4]^[3] This consolidation aimed to enhance service reliability and efficiency for Arctic communities while preserving the legacy of First Air's contributions to northern aviation.^[5]

History

Founding and Early Operations

First Air traces its origins to 1946, when Canadian aviation pioneer Russell (Russ) Bradley established the Bradley Flying School at Ottawa International Airport. Initially operating as a one-man pilot training venture with a single Piper Super Cub, the school focused on providing flight instruction in the post-World War II era. By 1950, Bradley relocated the operation to Carp Airport near Ottawa and renamed it Bradley Air Services, marking a pivot from training to charter operations that included cargo and passenger transport to remote areas. This shift enabled the company to support early bush flying needs, utilizing small aircraft suited for short, unprepared airstrips in Canada's northern wilderness. In the 1950s and 1960s, Bradley Air Services expanded its charter services to serve resource extraction and infrastructure projects, such as the 1954 Distant Early Warning (DEW) Line construction, where it deployed four Cessna 180s for survey and supply missions. The company's first scheduled passenger flight occurred in 1973, connecting Ottawa to North Bay with an eight-passenger aircraft, introducing the "First Air" trade name. This milestone coincided with further growth into the Arctic, including the opening of a base at Eureka on Ellesmere Island in 1971 to support scientific expeditions, mining operations, and exploration in regions like the Northwest Territories and what would become Nunavut. Early operations relied heavily on versatile small aircraft capable of landing on unpaved gravel runways, navigating extreme weather, and accessing isolated communities amid challenges like sub-zero temperatures and limited infrastructure. A significant turning point came in 1990, when the Inuit-led Makivik Corporation, representing the Indigenous people of northern Quebec's Nunavik region, acquired Bradley Air Services for C$13 million. This ownership change emphasized support for Inuit communities by enhancing reliable air connectivity to remote northern areas, aligning the airline's charter and emerging scheduled services with cultural and economic needs in the Arctic.

Expansion and Rebranding

In the early 1990s, following its acquisition by the Makivik Corporation in 1990, Bradley Air Services underwent a significant rebranding to First Air, marking a new phase focused on enhanced service to Indigenous communities in northern Canada. This shift symbolized a commitment to reliability and cultural sensitivity in Arctic aviation, building on the trade name introduced in 1973 for scheduled operations. A key aspect of First Air's expansion came in 1995 with the acquisition of Ptarmigan Airways, a Yellowknife-based carrier that bolstered routes across Nunavut and strengthened cargo operations in remote areas. This move integrated Ptarmigan's network, enhancing First Air's ability to handle freight in challenging terrains. In 1997, First Air further consolidated its position by purchasing Northwest Territorial Airways (NWT Air), a longtime competitor, which expanded its reach into the Northwest Territories and added substantial cargo capacity through integrated fleets. By the late 1990s, these acquisitions had transformed First Air from a primarily charter-oriented operator into a major northern carrier serving over 20 communities, with annual passenger traffic reaching approximately 200,000 and freight volumes exceeding 20 million kilograms. The airline emphasized operational reliability in extreme Arctic conditions, using specialized aircraft to maintain schedules despite harsh weather, thereby supporting vital connectivity from hubs like Ottawa, Montreal, Winnipeg, and Edmonton to isolated outposts such as Resolute Bay and Iqaluit. First Air played a crucial economic role in sustaining remote Inuit settlements, acting as a lifeline for supply chains that delivered essential goods and facilitated medical evacuations to southern hospitals. As the largest private-sector employer in the North with around 450 staff by the late 1990s, it subsidized landing fees to promote trade in Nunavut and fostered self-sufficiency in regions lacking road infrastructure.

Merger with Canadian North

In July 2018, the Makivik Corporation, owner of First Air, and the Inuvialuit Regional Corporation, owner of Canadian North, announced their intention to merge the two airlines to form a unified carrier capable of providing sustainable air services across the Canadian Arctic. The merger was driven by the need to address overlapping routes, excess capacity, high operational costs, and financial pressures that had strained both airlines, aiming to achieve cost efficiencies, enhance service reliability, and consolidate Inuit ownership to better serve remote communities in Nunavut and the Northwest Territories. By combining resources, the merged entity sought to maintain competitive fares, prioritize community needs, and invest in long-term viability for northern aviation. The transaction received regulatory approval from the Government of Canada on June 19, 2019, following a public interest review that imposed conditions to protect service levels, including caps on fare increases tied to operating costs, no reductions in flight frequencies, and requirements for Inuit representation in operations. The merger officially closed on July 10, 2019, with unified operations under the Canadian North brand commencing on November 1, 2019, marking the end of First Air's independent operations on May 26, 2021. Full integration, including combined reservation systems, schedules, and branding, took 18-24 months as projected. Post-merger, First Air's fleet and routes were fully absorbed into Canadian North, enabling expanded network coverage and initial retention of select First Air branding elements to ease the transition for passengers. The unified airline maintained headquarters in Ottawa and focused on sustaining jobs in Indigenous communities, with a continued emphasis on recruiting Inuit and other Indigenous employees. In 2023, amid challenges from the COVID-19 pandemic, the government and Canadian North agreed to revised terms, including profit caps at 10% net margins and fare increase limits of 25% annually, to ensure ongoing service reliability and financial stability without compromising access to remote areas. In July 2025, Canadian North was acquired by Exchange Income Corporation for C$205 million, preserving First Air's legacy of fostering cultural and economic connections in the North through the continued operations of the unified airline.^[6]

Operations

Destinations and Hubs

First Air maintained hubs at Iqaluit Airport in Nunavut and Yellowknife Airport in the Northwest Territories, with its main base at Ottawa's Macdonald–Cartier International Airport (YOW).^[7]^[8] These facilities supported the airline's focus on connecting remote northern regions, with additional operational bases in southern cities including Montreal, Winnipeg, and Edmonton to facilitate transfers.^[8] The airline's core network encompassed approximately 32 communities across Nunavut, Nunavik in northern Quebec, and the Northwest Territories, providing vital links to isolated Inuit settlements such as Resolute, Grise Fiord, and Cambridge Bay.^[9] These routes emphasized short-haul flights to unpaved airstrips, often adjusted seasonally due to extreme weather conditions, and integrated passenger transport with cargo and charter services to deliver essential supplies, support mining operations, and enable tourism in the High Arctic.^[7] Southern gateways like Edmonton, Winnipeg, Montreal, and Ottawa allowed seamless connections to major carriers for broader travel.^[7] First Air's network evolved significantly from its inception, beginning with scheduled passenger services in 1973 using a small eight-passenger aircraft on routes between Ottawa and North Bay, Ontario, initially focused on southern and sub-Arctic operations.^[2] By the 2010s, it had expanded into a comprehensive Arctic system, incorporating specialized equipment for gravel runways and high-latitude challenges to serve indigenous communities reliant on air access for daily needs.^[7] Codeshare agreements extended this reach beyond standalone routes, though the core infrastructure remained centered on northern hubs.^[7]

Codeshare Agreements and Partnerships

First Air established several codeshare and interline agreements with other airlines to expand its network beyond its core Arctic operations, particularly for connections to southern Canadian gateways such as Ottawa and Montreal. These partnerships allowed passengers to book seamless itineraries, including through-checking of baggage and eligibility for shared frequent flyer programs, thereby extending First Air's reach to major urban centers without requiring additional fleet expansion.^[7] A key codeshare agreement was signed in May 2015 with Canadian North and Calm Air, focusing on selected overlapping routes in Northern Canada to improve efficiency and reduce operational losses amid financial restructuring. Under this arrangement, the airlines sold seats and cargo space on each other's flights, enabling better connectivity for passengers and enhanced supply chain support for remote northern communities. This partnership was part of a broader strategy implemented starting January 2014 to consolidate money-losing services and serve over 30 destinations collectively from hubs in Yellowknife and Iqaluit.^[10]^[11]^[7] In 2016, First Air expanded its collaborations with a codeshare deal with Air North, targeting the Ottawa-Yellowknife-Whitehorse route operated twice weekly by Air North's Boeing 737 aircraft. This agreement permitted First Air to market and sell tickets on these segments, facilitating easier access to Yukon's capital from eastern gateways and vice versa, while also supporting cargo transport critical to northern economies.^[12]^[13] Complementing these codeshares, First Air maintained interline partnerships with major carriers like Air Canada and WestJet, which provided connections from First Air's gateways to broader domestic and international destinations. These interline arrangements enabled passengers to travel on single tickets to cities across Canada and beyond, boosting overall passenger volumes by integrating First Air's northern network with larger southern hubs and promoting global travel opportunities for Arctic residents.^[7]

Fleet

Aircraft in Service at Merger

At the time of the 2019 merger with Canadian North, First Air operated a fleet of approximately 17 aircraft, consisting of four Boeing 737-400 combi variants and 13 ATR 42 series turboprops.^[14] The Boeing 737s served as passenger-cargo combis on longer regional routes, such as hub-to-gateway flights connecting Nunavut communities to southern gateways like Ottawa and Montreal, accommodating up to 120 passengers or mixed loads in Arctic conditions.^[15] Meanwhile, the ATR 42-300, -320, and -500 models handled shorter intra-community services and cargo-heavy missions to remote airstrips, with configurations supporting 42-50 passengers or dedicated freight operations.^[16] These aircraft were specifically modified for Arctic operations, including gravel kits on the Boeing 737s featuring deflectors, reinforced landing gear, and engine inlet protectors to enable safe landings on unpaved gravel runways common in Nunavut.^[17] Additional cold-weather adaptations, such as anti-icing systems and heated components, ensured reliability in extreme sub-zero temperatures and high winds.^[18] First Air maintained an in-house maintenance program at its facilities in Iqaluit, Ottawa, and Yellowknife, where it conducted ATR C-checks, combi conversions, and routine overhauls to support the demanding environment.^[19] Pre-merger, First Air initiated upgrades for fuel efficiency, introducing newer ATR 42-500 models with PW127M engines to replace older variants, reducing operating costs on short-haul routes while maintaining compatibility with remote gravel strips.^[16] Following the November 2019 merger, all aircraft were transferred to Canadian North operations, with many initially retaining First Air's distinctive Inukshuk-liveried scheme before gradual repainting into the unified branding.^[20] By early 2020, the combined fleet under Canadian North expanded to around 31 aircraft, integrating First Air's assets for enhanced Pan-Arctic coverage.^[18]

Retired and Historical Aircraft

First Air's early fleet in the 1950s and 1960s, under its founding entity Bradley Air Services, relied heavily on de Havilland Canada DHC-3 Otter single-engine utility aircraft for charter operations in remote northern Canadian regions. These STOL-capable planes were ideal for bush flying and short-field access in the Arctic, supporting passenger and light cargo transport during the airline's initial decades of expansion. By the 1980s, the DHC-3 Otters were retired primarily due to advancing age, accumulating airframe hours that exceeded economical maintenance thresholds, and insufficient passenger and payload capacity for growing demand in scheduled services.^[21] The de Havilland Canada DHC-6 Twin Otter succeeded the DHC-3 in the 1970s, serving as a versatile twin-engine workhorse for charters, medevac flights, and regional routes across Nunavut and the Northwest Territories. With its enhanced range and reliability over unprepared surfaces like gravel, ice, or water, the Twin Otter facilitated First Air's penetration into high-Arctic operations, carrying up to 19 passengers or equivalent cargo. Retirement of the DHC-6 models occurred progressively through the 1990s and early 2000s, driven by capacity limitations that hindered scalability and the shift toward larger turboprops better suited to increasing commercial traffic.^[18] In the mid-period from the 1980s to 2000s, First Air introduced Boeing 727-100 and 727-200 variants, configured as combi and freighter aircraft to handle heavy cargo loads for Arctic mining support and long-haul logistics between southern hubs like Ottawa and northern outposts. These trijets provided critical capacity for oversized equipment transport during mining booms, operating in challenging cold-weather environments with their robust design. The 727s were phased out by the mid-2000s, replaced by more fuel-efficient Boeing 737 series models amid economic pressures to reduce operating costs and comply with evolving international noise regulations that restricted older Stage 2 aircraft.^[18]^[22] Parallel to the 727 operations, Hawker Siddeley HS 748 turboprops entered service in the 1970s for mixed passenger-cargo missions, offering greater speed and volume than earlier props for regional connectivity. Acquired through expansions and mergers, the HS 748 fleet supported First Air's growth into scheduled services but was retired starting in 2001 due to aging airframes requiring costly overhauls and the need for fleet standardization post-1990s acquisitions. These retirements aligned with broader industry trends toward quieter, more efficient ATR 42 and ATR 72 turboprops that better met regulatory standards and operational economics in remote areas.^[1]^[23] In the 2010s, First Air operated Boeing 767-200 freighters for long-haul cargo transport, including support for disaster relief and heavy logistics demands in the North. These wide-body aircraft were added to enhance capacity for oversized cargo and were integrated into Canadian North's operations following the 2019 merger, with retirement from active First Air service by 2021.^[3] Overall, retirements across First Air's history reflected economic transitions from propeller-driven utility planes to modern jet and turboprop combis, spanning over 40 years of adaptation to northern demands, regulatory changes like noise abatement rules, and post-expansion standardization efforts. Post-retirement, many aircraft were sold to other operators or preserved in aviation museums, with no active use in First Air's fleet after the early 2010s.^[3]

Incidents and Accidents

Fatal Crashes

The most significant fatal accident in First Air's history occurred on August 20, 2011, when Flight 6560, a Boeing 737-210C registered C-GNWN, crashed near Resolute Bay Airport in Nunavut, Canada. The aircraft was operating a scheduled passenger and cargo charter from Yellowknife to Resolute Bay with 15 people on board, including four crew members and 11 passengers. During an approach to Runway 35T in poor visibility conditions, the plane deviated from the localizer course, struck a hill approximately 1 nautical mile east of the runway, and was destroyed by impact forces and a post-crash fire. Eight passengers and all four crew members were killed, while three passengers survived with serious injuries.^[24] The Transportation Safety Board of Canada (TSB) investigation determined the cause to be controlled flight into terrain (CFIT) resulting from an unstable approach, during which the crew failed to execute a go-around despite cues indicating the aircraft was not aligned with the runway. Contributing factors included navigational confusion with the autopilot mode reverting undetected from VOR/LOC to manual, a compass system error of about 17 degrees, inadequate crew resource management (CRM), and the captain's persistence in continuing the landing over the first officer's suggestions to go around. Poor weather, including low ceilings and fog, exacerbated the situation, but the TSB emphasized that the crew's deviations from standard operating procedures and lack of shared situational awareness were primary.^[24] In response to the accident, First Air implemented enhanced CRM training, updated standard operating procedures for approaches in low visibility, and improved reporting systems for unstable approaches. The TSB issued several recommendations to Transport Canada, including requiring commercial operators to monitor and mitigate unstable approaches (A14-01), implementing flight data monitoring programs (A13-01), and strengthening CRM standards for Part VII operators (building on A09-02). Additionally, broader regulatory changes mandated Terrain Awareness and Warning Systems (TAWS) for certain aircraft by 2014, aimed at preventing CFIT incidents.^[24]^[25] First Air also experienced several fatal accidents involving smaller aircraft during the 1990s, often linked to the challenges of Arctic operations such as severe weather, icing, and unprepared runways. A notable example was on August 12, 1996, when First Air Flight 064, a de Havilland Canada DHC-6 Twin Otter Series 300 (C-GNDN), crashed near Markham Bay, Nunavut, while attempting an overshoot after landing. The two pilots, the only occupants, were killed when the overweight aircraft (exceeding maximum landing weight by 112 pounds and takeoff weight by 362 pounds) lost control during the go-around maneuver on a short, soft gravel strip. The TSB report highlighted inadequate weight and balance calculations, insufficient runway length for safe operations, and the pilot's difficulty maintaining directional control on touchdown as key factors. No specific recommendations were issued in that report, but it underscored ongoing risks in remote area flying.^[26] Earlier in the company's history as Bradley Air Services, a de Havilland Canada DHC-6 Twin Otter (CF-QDG) crashed on June 14, 1977, at Carp Airport, Ontario, killing all 11 occupants after rolling and striking a glide slope antenna.^[27] TSB investigations into First Air's fatal crashes commonly identified Arctic-specific hazards, including rapidly changing weather conditions leading to icing and reduced visibility, short and unpaved runways limiting abort options, and the demands of single-pilot or low-crew operations on smaller aircraft. These factors contributed to a pattern of loss-of-control and CFIT events across the airline's history. In total, First Air recorded at least five fatal accidents, resulting in more than 20 fatalities, reflecting the elevated risks of northern remote operations where flight hours are concentrated in harsh environments.^[24]^[26]

Non-Fatal Incidents

First Air, operating in the challenging remote environments of Nunavut and the Canadian Arctic, recorded approximately five notable non-fatal incidents between the 1990s and 2010s, primarily involving runway excursions, mechanical issues, and hard landings, all resolved without loss of life.^[28] These events underscored the airline's operations in harsh conditions, including short gravel runways, extreme weather, and limited infrastructure, yet demonstrated effective crew responses that prevented injuries.^[29] One significant example occurred on September 22, 2000, when First Air Flight 860, a Boeing 727-233 (C-GXFA), experienced a runway excursion during landing at Iqaluit Airport amid strong crosswinds and snow showers. The aircraft veered off the left side of the runway twice, coming to rest with its nose and left main landing gear in mud approximately 7,000 feet from the threshold; all 59 occupants evacuated safely with no injuries, though the plane sustained minor damage.^[29] Similarly, on February 25, 2004, First Air Flight 6501, a Boeing 737-210C (C-GNWN), veered left off the runway during landing at Edmonton International Airport in low visibility, striking lights and signs before returning to the pavement; the 35 occupants were unharmed, and the aircraft incurred only minor damage. Mechanical and structural issues also featured prominently. On May 7, 2009, a First Air ATR 42-300 (C-FTJB) suffered an in-flight engine failure about 30 nautical miles south of Iqaluit, prompting a mayday declaration and safe return landing 19 minutes later with no injuries to passengers or crew.^[30] Earlier, on April 12, 2005, a Lockheed L-382G Hercules (C-GHPW) operated by First Air's affiliate Bradley Air Services detected a fatigue crack in the left wing-to-fuselage attachment during a cargo flight from High Lake to Yellowknife; the crew landed safely, averting potential structural failure, with all four crew members uninjured. In another case, on May 22, 2001, First Air Flight 953, a Boeing 737-210C (C-GNWI), bounced hard during landing at Yellowknife Airport due to a high sink rate and improper recovery technique, resulting in a nose tire burst; the 104 occupants escaped injury, though the aircraft was substantially damaged and later written off. These incidents were often precipitated by environmental factors such as fog, crosswinds, snow, and wildlife hazards in Nunavut's remote areas, compounded by mechanical challenges in extreme cold and on unprepared gravel strips. For instance, bird strikes and runway excursions were recurrent risks in the region, though specific non-fatal bird strike events on First Air's Dash 8 fleet in the 2000s, such as potential encounters during approaches to Iqaluit, were managed without injuries through prompt diversions or inspections.^[29] Gear-up landings on gravel runways in the 1990s, while not detailed in major reports, highlighted early operational strains in Arctic flying, resolved via crew training emphasizing checklist adherence. All events concluded without fatalities, reflecting robust emergency procedures.^[28] Post-incident investigations by the Transportation Safety Board of Canada (TSB) led to targeted safety enhancements, including improved maintenance protocols for cold-weather operations and structural inspections on aging fleets. For example, following the 2000 Iqaluit excursion, First Air implemented enhanced crew resource management (CRM) training to better address wind shear and low-visibility approaches, reducing similar events in subsequent years.^[29] The 2005 Hercules incident prompted fleet-wide audits for fatigue-prone components, while the 2009 engine failure reinforced single-engine procedures for turboprops. Overall, First Air maintained high safety standards in remote operations, with non-fatal incidents decreasing after the 2000s through technological upgrades like advanced weather radar and gravel-kit modifications on aircraft, contributing to zero fatalities across these events.^[30]

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