Les Investissements Nolinor Inc. trading as Nolinor Aviation, is a charter airline based in Mirabel, a suburb of Montreal, Canada. It operates passenger charter and cargo services within Canada and to the U. S, its main base is Montréal–Mirabel International Airport. It has 200 employees; the airline was established in 1992 and started operations in 1997. It began operations to service hunting and fishing outfitters in the Schefferville area provided charter services for passengers and freight. Since June 1999 it has permission to provide its own aircraft maintenance. In 2001, the company bought its first cargo Convair 580 and started providing cargo service to the United States and the northern region of Canada. In order to respond to the growing cargo market, Nolinor Aviation bought two more full cargo Convair 580s in 2004. In 2006, the fourth passenger Convair 580 was delivered. In 2004, the Prud'Homme family trust became the majority stockholder. Expanding rapidly, Nolinor needed more space for its Convair 580 fleet and in 2005 the company moved its maintenance facilities to Mirabel International Airport.
The new hangar provides more than 100,000 sq ft and is able to accommodate aircraft like the Boeing 747-200, 777-300, 767, Airbus A310, A320. The tarmac has more than 300,000 sq ft. and provides sufficient parking space for all the Nolinor Convairs 580 and other maintenance clients. In 2006, the company was named one of the best enterprise of the province of Quebec by the National Bank of Canada. Nolinor is taking its share of the market outside the Quebec region. In 2007, Nolinor Aviation acquired two ex-Royal Air Maroc Boeing 737-200 combis. In 2011, Nolinor acquired another full freighter, for its cargo operations. In 2013, Nolinor began charter service from the Region of Waterloo International Airport to Mary River Aerodrome via Iqaluit Airport using a Boeing 737-200 with three times a week service and a fourth flight every other week; this service has since ended. In 2014, Nolinor added a Learjet 31 corporate jet to their fleet. In 2016, Nolinor Aviation added a 737-300 to its fleet. In September 2017, Nolinor participated in the rescue of stranded passengers from Air France Flight 66 which made an emergency landing at Goose Bay Airport in Goose Bay and Labrador, after experiencing an engine loss over the Atlantic Ocean.
Passengers were ferried to their original destination at Los Angeles International Airport, with a stop in Winnipeg James Armstrong Richardson International Airport. Nolinor's primary bases of operations include: Montréal–Mirabel International Airport Montréal–Pierre Elliott Trudeau International Airport Winnipeg James Armstrong Richardson International Airport Region of Waterloo International Airport Val-d'Or Airport In 2003, the Netherlands-based airline branding firm Lila Design re-designed Nolinor's logo and aircraft paint design into a stylized white and gold image; the Nolinor Aviation fleet includes the following aircraft Media related to Nolinor Aviation at Wikimedia Commons Nolinor Aviation
Douglas C-47 Skytrain
The Douglas C-47 Skytrain or Dakota is a military transport aircraft developed from the civilian Douglas DC-3 airliner. It was used extensively by the Allies during World War II and remains in front line service with various military operators; the C-47 differed from the civilian DC-3 in numerous modifications, including being fitted with a cargo door, hoist attachment, strengthened floor, along with a shortened tail cone for glider-towing shackles, an astrodome in the cabin roof. During World War II, the armed forces of many countries used the C-47 and modified DC-3s for the transport of troops and wounded; the U. S. Naval designation was R4D. More than 10,000 aircraft were produced in Long Beach and Santa Monica and Oklahoma City, Oklahoma. Between March 1943 and August 1945 the Oklahoma City plant produced 5,354 C-47s; the specialized C-53 Skytrooper troop transport started production in October 1941 at Douglas Aircraft's Santa Monica, California plant. It lacked the cargo door, hoist attachment, reinforced floor of the C-47.
Only a total of 380 aircraft were produced in all. The C-47 was vital to the success of many Allied campaigns, in particular those at Guadalcanal and in the jungles of New Guinea and Burma, where the C-47 made it possible for Allied troops to counter the mobility of the light-travelling Japanese Army. Additionally, C-47s were used to airlift supplies to the embattled American forces during the Battle of Bastogne, its most influential role in military aviation, was flying "The Hump" from India into China. The expertise gained flying "The Hump" was be used in the Berlin Airlift, in which the C-47 played a major role, until the aircraft were replaced by Douglas C-54 Skymasters. In Europe, the C-47 and a specialized paratroop variant, the C-53 Skytrooper, were used in vast numbers in the stages of the war to tow gliders and drop paratroops. During the invasion of Sicily in July 1943, C-47s dropped 4,381 Allied paratroops. More than 50,000 paratroops were dropped by C-47s during the first few days of the invasion of Normandy, France, in June 1944.
In the Pacific War, with careful use of the island landing strips of the Pacific Ocean, C-47s were used for ferrying soldiers serving in the Pacific theater back to the United States. About 2,000 C-47s in British and Commonwealth service took the name "Dakota" inspired by the acronym "DACoTA" for Douglas Aircraft Company Transport Aircraft; the C-47 earned the informal nickname "gooney bird" in the European theatre of operations. Other sources attribute this name to the first aircraft, a USMC R2D—the military version of the DC-2—being the first aircraft to land on Midway Island home to the long-winged albatross known as the gooney bird, native to Midway; the United States Air Force's Strategic Air Command had Skytrains in service from 1946 through 1967. The US Air Force's 6th Special Operations Squadron was flying the C-47 until 2008. With all of the aircraft and pilots having been part of the Indian Air Force prior to independence, both the Indian Air Force and Pakistan Air Force used C-47s to transport supplies to their soldiers fighting in the Indo-Pakistan War of 1947.
After World War II, thousands of surplus C-47s were converted to civil airline use, some remaining in operation in 2012, as well as being used as private aircraft. Several C-47 variations were used in the Vietnam War by the United States Air Force, including three advanced electronic warfare variations, which sometimes were called "electric gooneys" designated EC-47N, EC-47P, or EC-47Q depending on the engine used. Air International, Miami International Airport was a USAF military depot used to convert the commercial DC-3s/C-47s into military use, they came in as commercial aircraft purchased from third world airlines and were stripped and reconditioned. Long range fuel tanks were installed with upgraded avionics and gun mounts, they left as first rate military aircraft headed for combat in Vietnam in a variety of missions. EC-47s were operated by the Vietnamese and Cambodian Air Forces. A gunship variation, using three 7.62 mm miniguns, designated AC-47 "Spooky" nicknamed "Puff the magic dragon" was deployed.
Large numbers of DC-3s and surplus C-47s were in commercial use in the United States in the 1940s. In response to proposed changes to the Civil Air Regulations airworthiness requirements that would limit the continuing use of these aircraft, Douglas offered a late 1940s DC-3 conversion to improve takeoff and single-engine performance; this new model, the DC-3S or "Super DC-3", was 39 in longer. It allowed 30 passengers to be carried, with increased speed to compete with newer airliners; the rearward shift in the center of gravity led to larger tail surfaces and new outer, swept-back wings. More powerful engines were installed along with shorter, jet ejection-type exhaust stacks; these were either 1,475 hp Wright R-1820 Cyclones or 1,450 hp Pratt & Whitney R-2000 Twin Wasps in larger engine nacelles. Minor changes included wheel well doors, a retractable tailwheel, flush rivets, low drag antenna; these all contributed to an increased top speed of 250 mph. With greater than 75% of the original DC-3/C-47 configuration changed, the modified design was a new aircraft.
The first DC-3S made its maiden flight on 23 June 1949. The changes met the new FAR 4B airworthiness requirements, with improved performance. However, little interest was expressed by commercial operators in the DC-3S, it was too expensive for the smaller operators which were its main target: only three were sold to
Canada Flight Supplement
The Canada Flight Supplement is a joint civil/military publication and is a supplement of the Aeronautical Information Publication. It is the nation's official airport directory, it contains information on all registered Canadian and certain Atlantic aerodromes and certified airports. The CFS is published, separately in English and French, as a paper book by Nav Canada and is issued once every 56 days on the ICAO AIRAC schedule; the CFS was published by Natural Resources Canada on behalf of Transport Canada and the Department of National Defence until 15 March 2007 edition, at which time Nav Canada took over production. The CFS presents runway data and departure procedures, air traffic control and other radio frequencies and services such as fuel, hangarage that are available at each listed aerodrome; as well, the CFS contains useful reference pages, including interception instructions for civil aircraft, chart updating data and search and rescue information. Most pilots flying in Canada carry a copy of the CFS in case a weather or mechanical diversion to another airport becomes necessary.
The Canada Flight Supplement is made up of seven sections: Special Notices — list of new or amended procedures. General Section — glossary, airport code listing, list of abandoned aerodromes, other introductory information. Aerodrome/Facility Directory — list all aerodromes alphabetically by the community in which they are located. A sketch of the airport is included showing runway layout, locations of buildings and tower. Included in the sketch is an obstacle clearance circle. Planning — general flight planning information, including flight plans and position reports, lists of significant new towers and other obstructions, chart updating, preferred IFR routes, similar information. Radio Navigation and Communications — listing of radio navigation aids and communication outlets, together with all known commercial AM broadcasters and their locations and frequencies. Military Flight Data and Procedures — military flight and reporting procedures for Canada and the U. S. Emergency — emergency procedures and guidelines for hijacks, fuel dumping and rescue, etc.
Carrying "current aeronautical charts and publications covering the route of the proposed flight and any probable diversionary route" is a requirement under CAR 602.60 for night VFR, VFR Over-The-Top and instrument flight rules flights. This Canadian Aviation Regulation does not require carriage of a copy of the CFS, but, one way to satisfy the regulation; because information in the CFS may be out of date with regard to such issues as runway closures and fuel availability, pilots should check NOTAMs before each flight. NOTAM information in Canada can be obtained from the Nav Canada Aviation Weather Website or by contacting the appropriate regional Nav Canada Flight Information Centre. While Nav Canada's CFS has the monopoly on paper-version airport directories in Canada, there are several competing internet publications, including the Canadian Owners and Pilots Association's Places to Fly user-editable airport directory. Nav Canada publishes the Water Aerodrome Supplement, as a single volume in English and French.
This contains information on all Canadian water aerodromes as shown on visual flight rules charts and other information such as navaids. The WAS is published on an annual basis. Airport/Facility Directory – U. S. publications equivalent to the Aerodrome/Facility and Planning chapters of the CFS, but divided into several volumes covering different regions. Official website
The ATR 42 is a twin-turboprop, short-haul regional airliner developed and manufactured in France and Italy by ATR, a joint venture formed by French aerospace company Aérospatiale and Italian aviation conglomerate Aeritalia. The number "42" in its name is derived from the aircraft's standard seating configuration in a passenger-carrying configuration, which varies between 40 and 52 passengers. During the 1980s, French aerospace company Aérospatiale and Italian aviation conglomerate Aeritalia merged their separate work upon a new generation of regional aircraft together. For this purpose, a new jointly owned company was established, ATR, for the purpose of developing and marketing their first airliner, designated as the ATR 42. On 16 August 1984, the first model of the series, designated as the ATR 42–300, performed the type's maiden flight. Type certification from French and Italian aviation authorities was granted during September 1985, the aircraft performed its first revenue-earning flight, operated by launch customer Air Littoral, during December of that year.
To date, all of the ATR series have been manufactured at the company's final assembly line in Toulouse, France. Improved models of the aircraft have been introduced, incorporating new avionics such as a glass cockpit, the adoption of newer engine versions for enhanced performance, such as increased efficiency and reliability along with reductions in operational costs; the aircraft serves as the basis for the larger ATR 72, developed during the late 1980s to complement its smaller sibling. The ATR 42 and ATR 72 have been produced side-by-side for decades. During the 1960s and 1970s, European aircraft manufacturers had, for the most part, undergone considerable corporate restructuring, including mergers and consolidations, as well as moved towards collaborative multi-national programmes, such as the newly launched Airbus A300. In line with this trend towards intra-European cooperation, French aerospace company Aérospatiale and Italian aviation conglomerate Aeritalia commenced discussions on the topic of working together to develop an all-new regional airliner.
Prior to this, both companies had been independently conducting studies for their own aircraft concepts, the AS 35 design in the case of Aerospatiale and the AIT 230 for Aeritalia, to conform with demand within this sector of the market as early as 1978. On 4 November 1981, a formal Cooperation Agreement was signed by Aeritalia chairman Renato Bonifacio and Aerospatiale chairman Jacques Mitterrand in Paris, France; this agreement signaled not only the merger of their efforts but of their separate concept designs together into a single complete aircraft design for the purpose of pursuing its development and manufacture as a collaborative joint venture. This agreement served not only as the basis and origins of the ATR company, but as the effective launch point of what would become the fledgling firm's first aircraft, designated as the ATR 42. By 1983, ATR's customer services division has been set up, readying infrastructure worldwide to provide support for ATR's upcoming aircraft to any customer regardless of location.
On 16 August 1984, the first model of the type, known as the ATR 42–200, conducted its maiden flight from Toulouse Airport, France. During September 1985, both the French Directorate General for Civil Aviation and the Italian Italian Civil Aviation Authority awarded type certification for the type, clearing it to commence operational service. On 3 December 1985, the first production aircraft, designated as the ATR 42-300, was delivered to French launch customer Air Littoral. During January 1986 confident of the ATR 42's success and of the demand for an enlarged version of the aircraft, ATR announced that the launch of a programme to develop such an aircraft, designated as the ATR 72 to reflect its increased passenger capacity. By the end of 1986, the ATR 42 had accumulated a sizable backlog of orders, which in turn led to a ramping up of the type's rate of production. During August 1988, ATR's marketing efforts in the lucrative North American market resulted in the securing of a large order of 50 ATR-300s from US operator Texas Air Corporation.
On 1 July 1989, ATR opened their new global training centre for the type in Toulouse, which provided centralised and modern facilities for the training to airline staff and other personnel across the world. During June 1999, the ATR global training center became one of the first European institutions to be recognised as a Type Rating Training Organization, as defined by the Joint Aviation Authorities. During September 1989, it was announced that ATR had achieved its original target of 400 sales of the ATR; that same year, deliveries of the enlarged ATR 72 commenced. Since the smaller ATR 42 is assembled on the same production line as the ATR 72, along with sharing the majority of subsystems and manufacturing techniques, the two types support each other to remain in production; this factor may have been crucial as, by 2015, the ATR 42 was the only 50-seat regional aircraft, still being manufactured. In order to maintain a technological edge on the competitive market for regional airliners during the 1990s, several modifications and improved versions of the ATR 42 were progressively introduced.
Agnico Eagle Mines Limited
Agnico Eagle Mines Limited is a Canadian-based gold producer with operations in Canada and Mexico and exploration and development activities extending to the United States. Agnico Eagle has full exposure to higher gold prices consistent with its policy of no-forward gold sales; as of 2017, it has paid a cash dividend every year since 1983. In 1953, five struggling mining companies joined together to become Cobalt Consolidated Mining, which would last until 1957, when the company changed its name to Agnico Mines. "Agnico" is derived from the periodic table of elements using the symbols for silver and cobalt. In 1963, visionary Paul Penna became the president of Agnico Mines, he oversaw the merger of Agnico Mines with Eagle Mines Ltd, a successful gold exploration company, enabling the development of Eagle's Joutel mining complex; the newly formed company became Agnico Eagle Mines Limited. In 1974, the Joutel mine went into production and would produce 1.1 million ounces of gold until its closure in 1993.
During this period, Agnico Eagle acquired the property and assets of Dumagami Mines Limited in north-western Quebec, which had gone into production a year earlier in 1988. The Dumagami mine would be renamed the LaRonde mine, now considered the flagship mining operation for Agnico Eagle, one of the largest gold deposits in Canada. With LaRonde producing Agnico Eagle acquired more assets over the following years. In 1993, they completed the purchase of the Goldex mine, becoming the 100% owner of the largest unexploited gold deposit in Quebec; this was followed by the purchase of the Lapa gold deposit in 2000, Riddarhyttan Resources AB in 2005, the Pinos Altos project in Mexico in 2006, the purchase of Cumberland Resources in 2007, giving Agnico Eagle 100% control of the Meadowbank gold project in Nunavut, Canada. As a result of these purchases, the following years would see Agnico Eagle grow from a single-operation gold producer to a much larger company consisting of 6 mines in total, with Goldex going into production in 2008, Kittila and Pinos Altos in 2009, Meadowbank in 2010.
In 2010, Agnico Eagle completed the purchase of the Meliadine property, located southeast of Meadowbank near Rankin Inlet, Nunavut. In 2011, the company announced a $70 million investment in Rubicon Minerals, representing a 9.2% ownership stake and access to the Phoenix gold project located in the heart of Red Lake, Ontario. In 2016, Agnico Eagle was ranked as the 14th best of 92 oil and mining companies on indigenous rights in Arctic resource extraction. In 2018, CEO Sean Boyd received The Northern Miner's "Mining Person of the Year Award" at the annual Pacific Mine Forum; the LaRonde mine Dumagami Mine, is the deepest gold mine in North America. The mine was renamed to the LaRonde Mine by company founder Paul Penna, to honour its first project manager, mining engineer Donald J. "Don" LaRonde. LaRonde's Penna shaft is believed to be the deepest single lift shaft in the Western Hemisphere, descending more than three kilometres below the surface, is estimated to have the longest potential mine of Agnico Eagle's six operating mines, estimated to be 35 years once completed, from 1988 to 2023.
Employing 213 people, with an estimated mine life of 10 years. Goldex is unique because of its partnership with the Quebec government in the restoration of the nearby abandoned Manitou mine tailings site. Through an innovative approach, the tailings from the Goldex mine are sent through a 25 km long pipeline to the Manitou site where they neutralize the acidic waters in the area, the result of years of poorly confined tailings generated between 1942 and 1979 by the mining companies operating the Manitou project at the time. Not only do the Goldex tailings neutralize and help rehabilitate the site, the system eliminates the need for a tailings pond at the Goldex site itself. Lapa, located about 11 km away from the LaRonde mine, in the Rivière-Héva municipality of the Abitibi region in Quebec, Canada, is one of Agnico Eagle's smaller operations employing 192 people, with a 6-year mine life expectancy; the main headframe, used at the Lapa mine was constructed entirely from a pre-existing headframe at LaRonde.
The original headframe was dismantled, sand painted before it was installed at Lapa. Although Lapa may be a smaller operation in comparison to our other mines, it is one of Agnico Eagle's highest-grade mines, with reserve grades twice as rich as the company average. In the Lapland region of Northern Finland, Agnico Eagle's Kittila operation has a life expectancy of 23 years. With 375 employees, this open pit and underground mine is one of the largest known gold deposits in all of Europe, containing 4.9 million ounces of gold in reserves. Aggressive exploration is currently underway. Agnico Eagle's largest employer, with 972 employees, is the Pinos Altos mine located in the state of Chihuahua, in northern Mexico. Pinos Altos began operation in 2009 and is expected to continue until 2026, resulting in an estimated 17 years of production; the open-pit and underground mining operation
Timmins/Victor M. Power Airport
Timmins Victor M. Power Airport, is located 6 nautical miles north-northwest of Timmins, Canada; the airport serves both scheduled passenger and cargo flights and general aviation, including air ambulance, forest-fire fighting, flight training. Timmins Airport was first opened in 1955 following lobbying by the board of the Timmins Chamber of Commerce. On May 31, 2007, the airport was renamed in honour of the city's former mayor Victor M. Power. Timmins Airport handles 150,000 passengers per year, acts as a mini hub with flights to many small communities in north-central Ontario. Ontario Ministry of Natural Resources - Aerial Firefighting Unit Ornge - Air Ambulance Budget Car Rental - kiosk inside terminal Boogys Diner - inside terminal Timmins Ultra-Light School Timmins Airport is serviced by a Flight Service Station and provides Remote Airport Advisory Service for the Moosonee and Muskoka airports. On 9 November 1969, Douglas C-47B CF-AAL of Austin Airways crashed on approach, killing two of the four people on board.
The aircraft was operating a domestic flight from Ontario. Timmins/Porcupine Lake Water Aerodrome Airport web site Past three hours METARs, SPECI and current TAFs for Timmins Airport from Nav Canada as available
Inter-Canadien was a Canadian airline headquartered in Dorval, Quebec. Inter-Canadien traces its roots back to Quebecair, founded in 1949. Quebecair grew to become a second tier regional airline, operating British Aircraft Corporation BAC One-Eleven, Boeing 727-100, Boeing 737-200 and Fokker F28 Fellowship jets as well as Convair 580, Fairchild F-27 and Hawker Siddeley HS 748 turboprops and other prop aircraft on routes throughout the province of Quebec, New Brunswick and elsewhere in eastern Canada. In 1986 Quebecair was purchased by PWA Corporation, the parent of Canadian Airlines International, merged with the regional subsidiary of Nordair, another Montreal-based airline, acquired by PWA Corporation. In the late 1980s Inter-Canadien rolled over its fleet, becoming the North American launch customer for the Fokker 100 twin jet and the first Canadian operator of the ATR 42 turboprop. At the same time, Canadian Airlines International sold control of Inter-Canadien to local businessman Michel Leblanc, but the airline continued to operate as a code-share partner of Canadian.
In 1990 Inter-Canadien cancelled its code share agreement and began competing with Canadian Airlines International and Air Canada on high density routes between Montreal, Ottawa and Halifax. This new business plan was a failure, ending with Inter-Canadien entering court protection in 1991. Canadian Airlines International repurchased the airline, returning it to its role as Canadian's Quebec feeder airline, disposing of the Fokker 100s and standardizing the fleet on the ATR 42. In 1996 Inter-Canadien became a wholly owned subsidiary of Canadian Regional Airlines the largest regional carrier in Canada and itself owned by Canadian Airlines International. In September 1998, Canadian Regional sold Inter-Canadien to Canadian Investors Group, a Toronto-based investment company owned by Robert Myhill and his partners. At the same time, Canadian Airlines International cancelled its code-share agreement with Air Atlantic and transferred Air Atlantic's routes in Atlantic Canada to Inter-Canadien, it transferred a number of Canadian Regional Airlines routes in Ontario.
As a result, Inter-Canadien doubled in size, increasing its fleet from ten ATR 42 to 16 ATR propjets and three Fokker F28 Fellowship twin jets operating on a route network that reached from St, John's, Newfoundland in the east to Sault Ste. Marie, Ontario in the west. In July 1999, the airline announced an order for six new Embraer ERJ-135 regional jets. However, these Embraer twin jets were never operated by the airline. Inter-Canadien suspended operations in December 1999, concurrent with the collapse of its code-share partner, Canadian Airlines International; the airline entered bankruptcy in April 2000. Its hangar facilities and maintenance licences were acquired by ExelTech Aerospace. CEO Robert Myhill Vice President, Customer Service Michel Gagné Director, Human Resources Alain Desgagné, CHRP Director, Flight Operations Robert Learchaft Director, Maintenance Wayne Donald 1,100 staff 400 pilots ATR-42-300 Fokker F28 Fellowship Fokker 100 When it ceased operations in December 1999, Inter-Canadien was flying to 28 destinations in Canada: Ontario Kingston London Sault Ste Marie Ottawa Toronto Hub Quebec Bagotville Baie Comeau Chibougamau Gaspe Iles de la Madeilaine La Grande Mont Joli Montreal Hub Quebec City Rouyn-Noranda Sept-Iles Val d'Or Atlantic Canada Charlo Charlottetown Chatham Deer Lake Fredericton Gander Halifax Hub Moncton Saint John St John's Stephenville Sydney Wabush Media related to Inter-Canadien at Wikimedia Commons