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First Air's headquarters in Kanata, Ontario

Key Information

Bradley Air Services Limited, operated as First Air, was an airline headquartered in Kanata, a suburb of Ottawa, Ontario, Canada.[6] It operated services to 34 communities in Nunavut, Nunavik, and the Northwest Territories.[5] First Air has assisted in various humanitarian missions such as the 2010 Haiti earthquake, airlifting relief supplies and equipment.[8] Its main base, which included a large hangar, cargo and maintenance facility, was located at Ottawa Macdonald–Cartier International Airport, with hubs at Iqaluit Airport, and Yellowknife Airport.[9] On November 1, 2019, the airline consolidated operations with Canadian North.[10]

History

[edit]
A First Air Boeing 767 at Val-d'Or Airport

The airline was founded at Ottawa International by Canadian aviation pioneer Russell (Russ) Bradley and started operations as Bradley Flying School in 1946, changing the name in 1950 to Bradley Air Services, concurrent with a move to Carp Airport, and is still registered under that name.[11] First Air started scheduled operations in 1973, between Ottawa and North Bay. This service was operated with an eight-seat passenger plane.

The airline opened southern gateways at Edmonton, Winnipeg, Montreal and Ottawa. Through Kuujjuaq in Nunavik and Yellowknife in the Northwest Territories (NWT), as of 2015 the airline provided services to 26 Inuit communities in Nunavut, Nunavik and the NWT.[5] Service to Sanikiluaq, Nunavut, was provided in partnership with Air Inuit.

In 1995, First Air acquired Ptarmigan Airways, and in 1997 Northwest Territorial Airways (also known as NWT Air), both merged into First Air.[12] Ptarmigan Airways operated smaller turboprop aircraft types such as the Beechcraft King Air (BE-200 model), DHC-6 Twin Otter and Grumman Gulfstream I turboprops, and a single Cessna Citation II business jet aircraft. At the time of the merger NWT Air operated Boeing 737-200 jetliners and a single Lockheed L-100 Hercules cargo turboprop.

First Air was wholly owned by the Inuit of Quebec through the Makivik Corporation, which purchased the company in 1990.[13][14]

On 21 August 2008, First Air fired president Bob Davis and replaced him with Scott Bateman. Davis had been president since December 1997 and had several disagreements with First Air over a period of time.[15]

On 5 June 2009, First Air received a wide-body aircraft, a Boeing 767-223SF (Special Freighter), which was under a three-year dry lease from Cargo Aircraft Management (CAM), a subsidiary of Air Transport Services Group (ATSG).[16] The 767 has since left the fleet.

After the introduction of the operationally and logistically more economical Boeing 767-223SF in March 2010, First Air retired and removed its two Boeing 727-233 aircraft from its fleet. One was one of only two combi types in the world, and the last 727-200 in North America on scheduled passenger-freight services. The other 727-233F full freighter was also phased out. A Hawker Siddeley HS 748 turboprop (C-GFNW) was retired in March 2011. Replacing this aircraft type were two ATR 72 Combi turboprops as part of First Air's fleet replacement program. They were outfitted with a cargo handling system, and one was outfitted with a large cargo door. A first of its kind in North America, it was able to handle built unit Load Device positions. This in turn created a larger load capacity and flexibility reaching remote communities. One began service in the last quarter of 2011, and the second in the first quarter 2012.[needs update][citation needed]

In 2009 First Air added routes in the Kivallaq Region adding flights from Rankin Inlet to Arviat and Baker Lake. On 30 March 2010, it added Whale Cove, Repluse Bay, Coral Harbour and Chesterfield Inlet to the Kivalliq Routes.[17]

In February 2011, First Air and Qikiqtaaluk Corporation (QC) started a new airline named Qikiqtani First Aviation.[18] The new company provided services throughout Nunavut's Qikiqtani Region using First Air's fleet.[19] Another airline, Sakku First Aviation, was started the same time in partnership with Sakku Investments Corporation in Nunavut's Kivalliq Region.[20]

In December 2011, Scott Bateman, President and CEO, abruptly resigned his position with First Air.[21] Kris Dolinki became president and CEO after Bateman's departure.[7]

In October 2012, Dolinki resigned his position as president and CEO of First Air. This announcement came shortly after Makivik Corporation stated that, after many rumours, its stake in First Air was not for sale. The position of President and CEO was filled on an interim basis by Chris Ferris, First Air's Vice President of Marketing and Sales.[22]

In March 2013, First Air/Makivik Corporation hired Brock Friesen as its new president and CEO.[23]

On 11 April 2014, the Makivik Corporation and Norterra, owners of Canadian North, began negotiations to merge the two airlines.[24][25] According to a website set up the same day the new airline would be owned equally between the two companies and "a merger would create a stronger, more sustainable business, provide better service to customers and lead to new economic development opportunities across the North - "We believe the two companies would complement each other’s strengths."[26] In October 2014, it was announced the merger would not go through,[27] but First Air would still codeshare some flights with Canadian North.

In early 2015 First Air announced strategic agreements with Cargojet Airways and Summit Air. The 767 lease was transferred to Cargojet at that time and First Air was also providing ATR-72 turboprop services for Cargojet.

On 21 April 2015, First Air's Hercules C-GUSI flew the final civilian L382 flight in Canada, bringing to an end over 45 years of commercial Lockheed Hercules service. L382 Hercules operations in Northern Canada were begun during the 1960s by Pacific Western Airlines.

On 1 June 2015, First Air began their codeshare flights with Calm Air ending their Kivalliq Regional Flights from Rankin Inlet to Arviat, Baker Lake, Coral Harbour, Repulse Bay, Whale Cove, and Chesterfield Inlet.[28]

Logo circa 2005, introduced in the 1990s used until 2017

In 2016, First Air/Bradley Air Services became the oldest airline in Canada still operating under its original name.

On 28 September 2018, Makivik Corporation and the Inuvialuit Corporate Group (ICG) signed a definitive agreement to merge Canadian North and First Air, awaiting government approval. The new airline would use the new First Air livery, but would operate under the name Canadian North.[29] On 19 June 2019, the federal government gave approval to the merger provided several terms and conditions were met.[30]

On 2 October 2018 First Air hired Chris Avery as the new CEO of First Air. He became the CEO of Canadian North after the merger was completed.[31]

On 1 November 2019, First Air and Canadian North completed the merger and combined schedules. Operations were under the Canadian North name using the First Air branding.[32] However, full integration was expected to take 12 to 18 months.[33]

Destinations

[edit]
First Air Boeing 737-200 at Ottawa Macdonald–Cartier International Airport
ATR 42 at Cambridge Bay Airport, older livery
First Air Boeing 767 at Val-d'Or Airport, Quebec
First Air L-382G
Summit Air Avro RJ85 operating for First Air
First Air ATR-42 cabin

First Air operates scheduled services to these domestic destinations in Canada:[5]

City Province IATA ICAO Airport Notes
Arctic Bay Nunavut YAB CYAB Arctic Bay Airport
Arviat Nunavut YEK CYEK Arviat Airport Codeshare with Calm Air
Baker Lake Nunavut YBK CYBK Baker Lake Airport Codeshare with Calm Air
Cambridge Bay Nunavut YCB CYCB Cambridge Bay Airport
Cape Dorset Nunavut YTE CYTE Cape Dorset Airport
Chesterfield Inlet Nunavut YCS CYCS Chesterfield Inlet Airport Codeshare with Calm Air
Churchill Manitoba YYQ CYYQ Churchill Airport Codeshare with Calm Air
Clyde River Nunavut YCY CYCY Clyde River Airport
Coral Harbour Nunavut YZS CYZS Coral Harbour Airport Codeshare with Calm Air
Edmonton Alberta YEG CYEG Edmonton International Airport
Fort Simpson Northwest Territories YFS CYFS Fort Simpson Airport
Gjoa Haven Nunavut YHK CYHK Gjoa Haven Airport
Hall Beach Nunavut YUX CYUX Hall Beach Airport
Hay River Northwest Territories YHY CYHY Hay River/Merlyn Carter Airport
Igloolik Nunavut YGT CYGT Igloolik Airport
Inuvik Northwest Territories YEV CYEV Inuvik (Mike Zubko) Airport
Iqaluit Nunavut YFB CYFB Iqaluit Airport Hub
Kimmirut Nunavut YLC CYLC Kimmirut Airport
Kugaaruk Nunavut YBB CYBB Kugaaruk Airport
Kugluktuk Nunavut YCO CYCO Kugluktuk Airport
Kuujjuaq Quebec YVP CYVP Kuujjuaq Airport
Montréal Quebec YUL CYUL Montréal–Pierre Elliott Trudeau International Airport
Naujaat Nunavut YUT CYUT Naujaat Airport Codeshare with Calm Air
Ottawa Ontario YOW CYOW Ottawa Macdonald–Cartier International Airport Main Base/Cargo Hub/ Maintenance Base
Pangnirtung Nunavut YXP CYXP Pangnirtung Airport
Pond Inlet Nunavut YIO CYIO Pond Inlet Airport
Qikiqtarjuaq Nunavut YVM CYVM Qikiqtarjuaq Airport
Rankin Inlet Nunavut YRT CYRT Rankin Inlet Airport Hub
Resolute Nunavut YRB CYRB Resolute Bay Airport
Taloyoak Nunavut YYH CYYH Taloyoak Airport
Ulukhaktok Northwest Territories YHI CYHI Ulukhaktok/Holman Airport
Whale Cove Nunavut YXN CYXN Whale Cove Airport Codeshare with Calm Air
Whitehorse Yukon YXY CYXY Erik Nielsen Whitehorse International Airport Codeshare with Air North
Winnipeg Manitoba YWG CYWG Winnipeg James Armstrong Richardson International Airport Codeshare with Calm Air
Yellowknife Northwest Territories YZF CYZF Yellowknife Airport Hub

According to the Official Airline Guide (OAG), First Air operated scheduled passenger service from the mid-1980s to the early 1990s nonstop between Ottawa (YOW) and Boston (BOS) primarily with Hawker Siddeley HS 748 turboprops, but also with Boeing 727-100 Combi jetliners as well.[34] This was the only scheduled passenger service ever operated to the U.S. by First Air.

Codeshare agreements

[edit]

First Air had codeshare agreements with the following airlines:

Fleet

[edit]

As of January 2022, Bradley Air Services had 31 aircraft registered with Transport Canada. All aircraft are operated as Canadian North[4]

Retired fleet

[edit]

First Air previously operated the following aircraft types:[40]

Accidents and incidents

[edit]

Five of ten incidents had fatalities.

  • 28 January 1974, a Douglas C-47B CF-TVK, a de Havilland Canada DHC-6 CF-DIJ, and de Havilland Canada DHC-3 CF-OHD of Bradley Air Services were destroyed in a hangar fire at Carp Airport, Ottawa.[41][42][43]
  • 23 August 1978, a de Havilland Canada DHC-6 C-FQDG of Bradley Air Services was destroyed on final approach to Frobisher Bay (now Iqaluit), Northwest Territories.[44] One of two crew died and all four passengers survived.[45]
  • 29 August 1979, a de Havilland Canada DHC-6 C-GROW of Bradley Air Services was destroyed when plane crash on approach and short of the runway at Frobisher Bay (now Iqaluit), Northwest Territories.[46] Two crew and seven passengers perished in crash.[47]
  • 15 March 1981, a de Havilland Canada DHC-6 C-FDHT of Bradley Air Services sunk through polar ice near Nord, Greenland.[48]
  • 15 September 1988, a Hawker Siddeley HS 748 C-GFFA of Bradley Air Services was destroyed in a crash near Hammond, Ontario as it was approaching into Ottawa International Airport.[49] Both crew on board perished.[50]
  • 12 January 1989, a Hawker Siddeley HS 748 C-GDOV of Bradley Air Services was destroyed in a crash near Dayton, Ohio killing both crew members.[51]
  • 12 August 1996, a de Havilland Canada DHC-6 C-GNDN of First Air was destroyed near Markham Bay, Northwest Territories.[52] Both crew members perished.[53]
  • 3 December 1998, a Hawker Siddeley HS 748 C-FBNW of Bradley Air Services was damaged beyond repair while attempting take-off at Iqaluit, Northwest Territories.[54] Crew of four and three passengers survived.[55]
  • 22 May 2001, a Boeing 737-210C C-GNWI of First Air was damaged beyond repair after landing in Yellowknife, Northwest Territories.[56] All 98 passenger and 6 crew survived.[57]
  • 20 August 2011, Flight 6560, a First Air Boeing 737-210C (C-GNWN)[58] flying a charter flight crashed en route from Yellowknife on final approach to Resolute, killing 12 and injuring 3 others.[59]

See also

[edit]

References

[edit]
[edit]
Revisions and contributorsEdit on WikipediaRead on Wikipedia

First Air

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First Air was a Canadian that provided scheduled passenger and cargo services, primarily connecting remote communities in , , and the to major southern hubs such as , , , and , operating from 1973 until its integration into in 2021. Founded in 1946 as Bradley Air Services by aviation pioneer Russell Bradley, the company initially offered charter flights and from , evolving into a key provider of air transportation for Canada's northern regions through expansions and acquisitions. By the 1970s, it introduced the First Air brand and began regular scheduled services, starting with the –North Bay route using small propeller aircraft, while establishing bases in remote locations like Resolute Bay and Eureka on . The 's operations focused on serving Indigenous communities and supporting in the North, with a fleet that grew to include versatile aircraft suited for short runways and harsh weather, such as DHC-6 Twin Otters, ATR 42/72 combi planes for mixed passenger-cargo loads, and larger 737s and 767 freighters for long-haul cargo. Key milestones included acquiring Ptarmigan Airways in 1995 and NWT Air in 1997, which expanded its reach and added jet capabilities, and introducing jet service in 1986 to improve connectivity to southern cities. Headquartered in , with main hubs at Ottawa's Macdonald–Cartier International Airport (YOW), (YFB), (YZF), and (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. 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. 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. 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. This consolidation aimed to enhance service reliability and efficiency for Arctic communities while preserving the legacy of First Air's contributions to northern aviation.

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 , Bradley Air Services expanded its charter services to serve resource extraction and 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 to North Bay with an eight-passenger aircraft, introducing the "First Air" trade name. This milestone coincided with further growth into the , including the opening of a base at Eureka on in 1971 to support scientific expeditions, mining operations, and exploration in regions like the and what would become . 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 . A significant turning point came in 1990, when the Inuit-led Makivik Corporation, representing the Indigenous people of northern Quebec's region, acquired Bradley Air Services for C$13 million. This ownership change emphasized support for 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 .

Expansion and Rebranding

In the early 1990s, following its acquisition by the Makivik Corporation in 1990, Bradley Air Services underwent a significant to First Air, marking a new phase focused on enhanced service to Indigenous communities in . This shift symbolized a commitment to reliability and cultural sensitivity in aviation, building on the 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 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 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 emphasized operational reliability in extreme conditions, using specialized to maintain schedules despite harsh , thereby supporting vital connectivity from hubs like , , , and to isolated outposts such as Resolute Bay and . 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 on June 19, 2019, following a 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 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 , 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 and focused on sustaining jobs in Indigenous communities, with a continued emphasis on recruiting and other Indigenous employees. In 2023, amid challenges from the , the government and agreed to revised terms, including profit caps at 10% margins and fare increase limits of 25% annually, to ensure ongoing service reliability and without compromising access to remote areas. In 2025, 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.

Operations

Destinations and Hubs

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

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 and . 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. A key was signed in May 2015 with and , focusing on selected overlapping routes in 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 support for remote northern communities. This was part of a broader strategy implemented starting January 2014 to consolidate money-losing services and serve over 30 destinations collectively from hubs in and . In 2016, First Air expanded its collaborations with a codeshare deal with , targeting the Ottawa-Yellowknife-Whitehorse route operated twice weekly by 's 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 transport critical to northern economies. Complementing these codeshares, First Air maintained interline partnerships with major carriers like and , 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 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.

Fleet

Aircraft in Service at Merger

At the time of the 2019 merger with , First Air operated a fleet of approximately 17 , consisting of four 737-400 combi variants and 13 ATR 42 series turboprops. The 737s served as passenger-cargo combis on longer regional routes, such as hub-to-gateway flights connecting communities to southern gateways like and , accommodating up to 120 passengers or mixed loads in conditions. 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. These aircraft were specifically modified for Arctic operations, including gravel kits on the 737s featuring deflectors, reinforced , and engine inlet protectors to enable safe landings on unpaved gravel runways common in . Additional cold-weather adaptations, such as anti-icing systems and heated components, ensured reliability in extreme sub-zero temperatures and high winds. First Air maintained an in-house maintenance program at its facilities in , , and , where it conducted ATR C-checks, combi conversions, and routine overhauls to support the demanding environment. Pre-merger, First Air initiated upgrades for , 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 strips. Following the November 2019 merger, all were transferred to operations, with many initially retaining First Air's distinctive Inukshuk-liveried scheme before gradual repainting into the unified branding. By early 2020, the combined fleet under expanded to around 31 , integrating First Air's assets for enhanced Pan-Arctic coverage.

Retired and Historical Aircraft

First Air's early fleet in the 1950s and 1960s, under its founding entity Bradley Air Services, relied heavily on single-engine utility aircraft for charter operations in remote northern Canadian regions. These STOL-capable planes were ideal for and short-field access in the , supporting and light 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 and payload capacity for growing demand in scheduled services. The 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 and the . 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. In the mid-period from the to , First Air introduced 727-100 and 727-200 variants, configured as combi and freighter to handle heavy cargo loads for mining support and long-haul between southern hubs like 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-, replaced by more fuel-efficient series models amid economic pressures to reduce operating costs and comply with evolving international regulations that restricted older Stage 2 . Parallel to the 727 operations, 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 turboprops that better met regulatory standards and operational economics in remote areas. 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. 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.

Incidents and Accidents

Fatal Crashes

The most significant fatal accident in First Air's history occurred on August 20, 2011, when Flight 6560, a registered C-GNWN, crashed near in , . The aircraft was operating a scheduled passenger and cargo charter from 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 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. The (TSB) investigation determined the cause to be (CFIT) resulting from an , during which the failed to execute a despite cues indicating the aircraft was not aligned with the runway. Contributing factors included navigational confusion with the mode reverting undetected from VOR/LOC to manual, a system error of about 17 degrees, inadequate (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 , exacerbated the situation, but the TSB emphasized that the crew's deviations from standard operating procedures and lack of shared were primary. 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 , 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. 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. Earlier in the company's history as Bradley Air Services, a DHC-6 Twin Otter (CF-QDG) crashed on June 14, 1977, at Carp Airport, , killing all 11 occupants after rolling and striking a glide slope antenna. 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.

Non-Fatal Incidents

First Air, operating in the challenging remote environments of and the , recorded approximately five notable non-fatal incidents between the and , primarily involving excursions, mechanical issues, and hard landings, all resolved without loss of life. These events underscored the 's operations in harsh conditions, including short runways, , and limited infrastructure, yet demonstrated effective crew responses that prevented injuries. One significant example occurred on September 22, 2000, when First Air Flight 860, a (C-GXFA), experienced a during landing at amid strong crosswinds and snow showers. The aircraft veered off the left side of the twice, coming to rest with its nose and left main in mud approximately 7,000 feet from the threshold; all 59 occupants evacuated safely with no injuries, though the plane sustained minor damage. Similarly, on February 25, 2004, First Air Flight 6501, a (C-GNWN), veered left off the during landing at 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 about 30 nautical miles south of , prompting a declaration and safe return 19 minutes later with no injuries to passengers or . Earlier, on April 12, 2005, a Lockheed L-382G Hercules (C-GHPW) operated by First Air's affiliate Bradley Air Services detected a crack in the left wing-to-fuselage attachment during a cargo flight from High Lake to ; the landed safely, averting potential structural , with all four members uninjured. In another case, on May 22, 2001, First Air Flight 953, a 737-210C (C-GNWI), bounced hard during at due to a high sink rate and improper recovery technique, resulting in a 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 , crosswinds, , and 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 , were managed without injuries through prompt diversions or inspections. Gear-up landings on gravel runways in the 1990s, while not detailed in major reports, highlighted early operational strains in flying, resolved via crew training emphasizing checklist adherence. All events concluded without fatalities, reflecting robust emergency procedures. Post-incident investigations by the (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 excursion, First Air implemented enhanced (CRM) training to better address and low-visibility approaches, reducing similar events in subsequent years. 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 through technological upgrades like advanced and gravel-kit modifications on aircraft, contributing to zero fatalities across these events.

References

  1. https://simpleflying.com/first-air-canada-fate/
  2. https://www.fundinguniverse.com/company-histories/bradley-air-services-ltd-history/
  3. https://www.planespotters.net/airline/First-Air-Canada
  4. https://www.canada.ca/en/transport-canada/news/2019/06/government-of-canada-approves-first-air-and-canadian-north-merger.html
  5. http://canadiannorth.com/latest_news/new-milestone-agreement-reached-to-merge-first-air-and-canadian-north-to-better-serve-pan-arctic-communities-combined-airline-will-offer-solid-service-improvements-for-passengers/
  6. https://www.businesswire.com/news/home/20250702626914/en/Exchange-Income-Corporation-Completes-Acquisition-of-Canadian-North
  7. https://skiesmag.com/features/first-air-celebrates-70-years-in-the-north/
  8. https://centreforaviation.com/data/profiles/airlines/first-air-7f
  9. https://competition-bureau.canada.ca/en/how-we-foster-competition/education-and-outreach/publications/report-minister-transport-and-parties-transaction-pursuant-subsection-5322-canada-transportation-act
  10. https://skiesmag.com/press-releases/firstairtostartcodesharecooperationwithcalmairandcanadiannor/
  11. https://www.cbc.ca/news/canada/north/first-air-canadian-north-to-codeshare-flights-starting-this-summer-1.3072690
  12. https://www.cbc.ca/news/canada/north/first-air-air-north-codeshare-whitehorse-ottawa-flight-1.3578849
  13. https://nunatsiaq.com/stories/article/65674first_air_air_north_strike_codeshare_deal_from_ottawa_yellowknife_and/
  14. https://www.airfleets.net/flottecie/First%20Air.htm
  15. https://www.airfleets.net/flottecie/First%20Air-history-b737.htm
  16. https://www.airfleets.net/flottecie/First%20Air-history-atr-0-regdesc.htm
  17. https://simpleflying.com/jet-aircraft-gravel-runways/
  18. https://skiesmag.com/features/canadian-north-airline-enduring-enterprise/
  19. https://www.wingsmagazine.com/in-awe-of-a-northern-icon-12823/
  20. https://www.wingsmagazine.com/the-history-of-canadian-north/
  21. http://www.dhc-3archive.com/DHC-3_397.html
  22. https://www.gao.gov/assets/gao-20-661.pdf
  23. https://www.encyclopedia.com/books/politics-and-business-magazines/bradley-air-services-ltd
  24. https://www.tsb.gc.ca/eng/rapports-reports/aviation/2011/a11h0002/a11h0002.html
  25. https://www.tsb.gc.ca/eng/recommandations-recommendations/aviation/2014/rec-a1401.html
  26. https://www.tsb.gc.ca/eng/rapports-reports/aviation/1996/a96q0126/a96q0126.html
  27. https://www.twinotterworldnews.com/accidents
  28. https://aviation-safety.net/database/operator/airline.php?id=00381
  29. https://www.tsb.gc.ca/eng/rapports-reports/aviation/2000/a00h0005/a00h0005.html
  30. https://avherald.com/h?article=419524b5
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