of life in Fort McPherson. One of my favourite people in town was Robert Zheh (not his real name), who quite literally bore the scars of his discontent as a youth. Half of Robert’s face was horribly disfigured, the result of a botched suicide attempt many years earlier. And yet, for all that, I fell in love with the place—and its often brutal weather.
And while the thought of working outside in temperatures that routinely sank below –30°C (–22°F) might have made for many sleepless nights back in my Greenwich Village apartment, I was amazed at how well my body became inured to the arctic environment. Maybe it had to do with the fact that my fellow volunteers and I were all in our early- to mid-twenties, but we threw ourselves into our pro bono work with nary a thought about our well-being. Hammering a nail at –30°C (–22°F) is a painfully drawn-out process (we didn’t have the luxury of air nailers), but the mere fact that we were out there, standing on ladders and dangling ourselves off rooftops in cold that most people would otherwise describe as ungodly, was a feat unto itself.
And as the days got longer and the weather began to warm ever so slightly, we appreciated every ray of sunlight that shone on our ghostly white bodies. I distinctly remember working outside in only a shirt and sweatshirt one brilliantly sunny spring afternoon. The temperature was –20°C (–4°F).
As the Dash 8 touched down on the tarmac of the Yellowknife Airport, I wondered if my body could handle the rigours of cold the way it once did. It’s not like I live in a balmy climate these days; the Rocky Mountain town of Canmore, Alberta, is known for its long, snowy winters. But sitting at a desk in the climate-controlled comfort of my home office is a far cry from pounding nails at thirty below. Frankly, I didn’t know how much I could hack it anymore.
The walk from the plane to the terminal building was enough to foment my weather fears into a frenzy. The flight attendant was merciful enough not to share the temperature on landing, but it was freakin’ cold, and the wind howled across the runway, whipping the fine layer of snow on the tarmac into fanciful whirligigs. It managed to find its way into every nook and cranny of my clothing, poking intrusively at my flesh with icy fingers. At least, I told myself, the Buffalo Airways hangar will be heated.
A couple of text messages later and I was waiting for none other than Mikey McBryan, general manager and heir apparent to the Buffalo empire, to pick me up. In the interim, I had time to ponder what Mikey might be like in person. Truth be told, I felt like I already knew him, the result of crash-coursing as many episodes of Ice Pilots NWT as possible before arriving. From what I could tell, Mikey is an enigma. He is clearly a savvy businessman and the driving force behind Buffalo’s emergence onto the world stage as a TV phenomenon. But at the same time, I couldn’t help but feel that he’s, well, a bit of a frat boy.
And if I expected Mikey to show up at the airport in a late-model sports car befitting his status as a small-time celebrity, I was dead wrong. Instead, a ramshackle white van—resplendently bedecked with the Buffalo Airways logo—rumbled to a stop in front of the terminal. Mikey lumbered out, wearing what I would come to realize may be his only uniform: faded jeans, Buffalo Airways hoodie, and signature ball cap. In fact, in all the time I spent with Mikey in the subsequent months, I don’t think I ever saw him without his ball cap. I never worked up the nerve to check the validity of this theory, but I think he may even sleep with the thing plastered to his head.
Round-faced and chubby, Mikey greeted me with a genuine, friendly air that immediately won me over. From what I could tell, this was a man with absolutely no pretense whatsoever, despite his new-found popularity. He does not try to be anything other than exactly what he is: a straight-shooting, endearing, insightful, forward-thinking, dedicated, hardworking guy who loves women almost as much he loves beer. And while Mikey McBryan demands a lot from himself when it comes to work, he does not (unlike his father) project those same demands onto those around him.
It didn’t take long before I felt like we were old friends.
“Hey, Mike,” he said as he walked into the terminal, greeting me like we had done this a thousand times before.
“Mikey!” I cried, perhaps a little too eagerly, considering that this was, after all, our first time meeting face to face.
“Let’s go to the hangar,” he said, shouldering my heavy, green duffel bag, jam-packed with as much arctic survival gear as I could resurrect from long-ignored boxes in a corner of my basement. The hangar, I soon realized, is Mikey’s home away from home. Actually, scratch that. If the number of hours spent in a place—including sleeping hours—count for anything, then the hangar is Mikey’s home, period. His house, perched on the shore of Great Slave Lake’s Back Bay, is his home away from home.
On the short drive from the airport to the Buffalo hangar, Mikey gave me the lay of the land, Buffalo style. Buffalo Airways started operations back in May 1970, when his father, Buffalo Joe McBryan, bought the operating licence from a man named Bob Gauchie. Since those humble beginnings with only two planes—a Noorduyn Norseman and a Cessna 185—Buffalo Joe and his family have built a unique empire of more than fifty planes, most of which flew during World War II. Instead of buying the latest and greatest aircraft money can buy, Joe McBryan is one hundred percent retro.
As Mikey has been known to say: “Forty years ago, Joe was one of hundreds of people flying these airplanes. Then he woke up one day to find out he was one of the last ones doing it.”
It’s easy to ask why Joe insists on using seventy-year-old planes, and I believe the answer is twofold. First of all, Joe is a collector of old things. “Vintage things,” Mikey corrected me. Right—vintage things. The guy loves vintage cars, old signs, retro hairstyles, and vintage planes. Reason number two: it makes financial sense. Old planes—though increasingly difficult to find and maintain due to a dwindling supply of parts and experienced mechanics—are cheap. Buffalo can pay off a DC-3 in a couple months of hard work, something few airlines can boast when they lay out tens of millions of dollars for a new jet.
Yet for all of our talk about Buffalo the company, most of our conversation centred on Buffalo Joe, captain and president of the airline. As we talked, I got a sneaking suspicion that Mikey was trying to prepare me for something, something unspoken that lay between us on the floor of the rattling van, like a polar bear waiting to pounce on a seal. I ignored it and tried to focus on what Mikey was saying so I could be as prepared as possible to meet Joe in a few minutes’ time.
“He’s always a stress case, always running around and micromanaging one aspect of the business or another,” Mikey said of his father, a man whose legend in the Canadian North has grown to untold proportions thanks to the success of Ice Pilots NWT.
“He thrives on stress, eats it for breakfast, lunch, dinner. And anything going on right now—from a garbage can overflowing in the hangar to whether or not the lights in the bathroom should be left on—he’s worried about it. And he picks it; he picks whatever he wants to stress out about that day.”
“Doesn’t seem like a particularly healthy lifestyle,” I threw in.
“Yeah, but it keeps him going,” he said. “Look at the guy. He’s thin and healthy, but he survives on junk food and adrenaline. He lives like a sixteen-year-old would live, and he hasn’t grown out of it.”
If anything, Mikey said, my biggest challenge would be to slow his father down long enough to get him to talk to me. “That’s why there’s hardly anything written about him; he’s as elusive as Bigfoot,” Mikey said. “How many videos of Bigfoot are there?”
The key is to get to Joe on the weekends, which he spends in Yellowknife with Mikey, instead of at the Monday–Friday home he shares in Hay River with his wife, Sharon. On those days, when the whirl of business has slowed to a manageable level,
