With Air Creebec’s summer schedule causing frustration among many Cree travellers, the airline’s leadership is opening up about the challenges that they and other northern operators are facing.
After Air Creebec’s new schedule was implemented June 30, Whapmagoostui resident Ruth Masty launched a petition demanding it be reconsidered. The petition had garnered over 500 signatures at press time. Masty said people from the only Cree community not accessible by road are often stranded away from home or miss important appointments and events.
“We need to really plan in advance and be prepared to get stuck somewhere,” Masty said. “That means being away from our jobs and family. Some have just cancelled their trips. It’s really inconvenient.”
With near-daily flight departures reduced to only two or three times towards the end of the week, some people have been forced to take Air Inuit flights to Montreal and spend the night to make Monday commitments in Chisasibi. Having to leave for appointments several days in advance results in substantial accommodation and travel costs.
“Another story I heard was a regional board meeting on a Thursday in Nemaska but with the Chibougamau flight they’d have to leave probably on a Monday or Saturday,” said Masty. “It would take a week to attend a one-day meeting.”
Although Whapmagoostui Cree have the alternative of taking Air Inuit flights from neighbouring Kuujjuarapik, that airline flies to La Grande-1 generating station an hour from Chisasibi. This poses an additional logistical challenge for community members who keep vehicles in Chisasibi to connect with the province’s road network.
“It’s more convenient for us to take our vehicles with us to get what local stores don’t carry or go Christmas shopping,” Masty explained. “My daughter has a business trip in Val-d’Or this week. We have to have connections to leave our vehicle at the airport. Luckily one of her cousins could drop it off but she had to pay for the service.”
Air Creebec CEO Tanya Pash responded that the Cree-owned company would “obviously” like to offer more flights, but limited manpower and aircraft availability has forced certain schedule changes. Pash wouldn’t comment on the petition, noting airlines are not legally allowed to bend to public pressure, which she said has been proven to cause accidents.
“Once I’ve done my due diligence, I’ll come back with a comment,” Pash told the Nation. “It’s important to remember flight schedules are fluid. Aviation is highly regulated so we’re continually making adjustments.”
Northern airlines are critical of recent federal restrictions that limit hours pilots can fly and when weather should ground planes. Air Creebec lobbied against former Transport Minister Marc Garneau’s pilot-fatigue regulations in 2018, correctly predicting it would increase costs 30% for remote operators.
“Sure enough, we had to hire more crews to cover the same number of flights, which is significant, especially coming out of Covid,” said Pash. “There was never a fatigue-related accident in Canada – we’ve always done it like this and proven it’s safe. We lobbied so much they’re considering reducing restrictions, which would be the answer to everyone’s prayers.”
There was already an impending pilot shortage before the pandemic pushed many senior captains to retire. Transport Canada’s new legislation requires operators to hire even more. With up to seven stops on Air Creebec routes, remote communities are more likely to be impacted by duty-time restrictions.
Pash said the airline is always adapting to forecasted passenger travel, using a sophisticated program to ensure flights conform to regulations. With a shortage of flight crews and ground personnel limiting flight frequency, the company has taken to non-traditional recruitment videos and TikTok outreach.
While the newest schedule has fewer landings in Chisasibi, connections to inland communities have increased. Exploring options outside the box, Pash said she has a plan that could be a win-win for both Chisasibi and Whapmagoostui.
“I’m going to try to make as many happy as I can, but the reality is somebody’s going to have to pay,” said Pash. “We can’t fly at a loss – that would be ruining everything for Air Creebec. We’re proud of the fact we’re self-sustained.”
The company’s charters subsidize scheduled flights, which are lucky to break even. Potential contracts with new clients could further support northern communities. Pash is reluctant to ask the Board of Compensation for support, but they have considered an air travel fund for certain communities.
As Air Creebec’s Dash 8-100 airplanes age out, the company is in fleet-planning mode. In June, it donated its Hawker Siddeley HS748 aircraft to the Canadian Aviation Museum after several decades of service as a symbol of Indigenous aviation heritage.
“An aircraft is like a car,” Pash suggested. “At a certain age you’re more likely to have that check engine light come on. But aircraft are expensive – we can’t change a bunch in one year.”
With hefty taxes and fees, Quebec is the industry’s most expensive province. After Pash told Transport Minister Geneviève Guilbault that passengers couldn’t afford a requirement for upfront payment, a modified Regional Air Access Program offering a 75% flight discount was introduced last winter.
Masty said this incentive increased travel from Whapmagoostui. Then the schedule changes brought them “back to square one,” even leaving candidates campaigning in recent regional elections stranded by cancelled flights. She’s hopeful that increased awareness about the community’s challenges spurs change.
Pash emphasized that Air Creebec responds to every proposed regulation to protect the company and Cree travellers. She said lobbying efforts halted one measure that would have cut winter flights by 30%.
“This is yet another challenge we’re going through, but we’ve always succeeded,” Pash asserted. “We’re one of the longest standing companies that have not received bailouts. We’re proud to say we’re strong.”