December 8, 2022 | Local, Naval
December 8, 2022 - National Defence / Canadian Armed Forces – Ottawa, Ontario
Today, Minister of National Defence Anita Anand, on behalf of Minister of Public Services and Procurement Canada, Helena Jaczek, announced the award of two contracts for new equipment designed to improve the safety and security of Royal Canadian Navy (RCN) ships and crews.
The two contracts for the Remote Mine-hunting and Disposal System (RMDS), valued at up to $57.9 million (taxes included), were awarded to Kraken Robotic Systems Inc. of Mount Pearl, N.L. These new systems will enable the Royal Canadian Navy to identify and destroy sea mines and underwater improvised explosive devices, while also ensuring the safety of its crews. The RMDS will be used primarily on Kingston-class vessels and can be used on other RCN ships to support a wide range of operations as required. This capability, once implemented, will protect Canadian warships deployed overseas where the mine threat is assessed as high.
The RMDS are expected to be fully operational in 2025. The first contract, with an estimated value of $45.8M (taxes included), is for two newly-designed RMDS for the RCN on Canada’s east and west coasts. The second contract, valued at $12.1M (taxes included), is for continued In-Service Support for the RMDS.
As outlined in Canada’s defence policy, Strong, Secure, Engaged, the Government of Canada is committed to providing the RCN with the modern equipment it needs to maintain critical operational maritime capabilities.
“The very first item in my mandate letter is to ensure that the Canadian Armed Forces is a twenty-first century military with the capabilities, equipment and culture needed to keep Canadians safe. Today’s announcement will ensure the delivery of effective, modern equipment to the Royal Canadian Navy and help keep its members protected. Advanced mine detection and disposal tools such as those being acquired through this project will improve the safety of our vessels and our people.”
- The Honourable Anita Anand, Minister of National Defence
“I am pleased for today’s announcement of this contract award to Kraken Robotic Systems Inc. This contract demonstrates our continued commitment to provide the Royal Canadian Navy and its members with the advanced equipment they need to do their job, at the best value for Canadians.”
- The Honourable Helena Jaczek, Minister of Public Services and Procurement
“Through these contracts, our government will provide the Royal Canadian Navy with the modern equipment it needs while ensuring economic benefits for Canadians. Through the Industrial and Technological Benefits Policy, this investment will support high-value jobs in Canada’s marine sector and will demonstrate Canada’s world-class capabilities and innovation both at home and abroad.”
- The Honourable François-Philippe Champagne, Minister of Innovation, Science and Industry
“The Remote Mine-hunting and Disposal System will bring new and much needed capabilities to our fleets. As the characteristics of naval warfare are changing, integrating this new technology into our current fleet will enable the Navy to quickly detect and neutralize the threat of underwater mines and to increase our underwater awareness, both at home and internationally.”
- Vice-Admiral Angus Topshee, Commander, Royal Canadian Navy
The total value of the two contracts is $57.9 million (taxes included).
RMDS will enable the RCN to conduct the full spectrum of Naval Mine hunting including disposal of sea mines with autonomous and remote technology decreasing risk to our Fleet and crews.
The Industrial and Technological Benefits Policy will apply to this contract ensuring that for every dollar the government puts into this contract, a dollar goes back into Canada’s economy.
The work under this project is critical for leveraging existing key industrial capabilities in Canada, specifically in the area of Remotely-piloted Systems and Autonomous Technologies, Sonar and Acoustic Systems, and In-service Support.
These systems are expected to be delivered in 2024, and fully operational in 2025.
November 29, 2021 | Local, Aerospace
Assailli sur de nombreux fronts commerciaux durant le règne chaotique de Donald Trump, le Canada continue d’être malmené par l’administration Biden et menace maintenant de riposter aux subventions pour l’achat de véhicules électriques américains et aux nouveaux droits compensateurs sur le bois d’œuvre canadien. Même Boeing semble être devenu la nouvelle proie de l’implacable Hulk commercial qu’est devenu le Canada.
July 18, 2022 | Local, Aerospace
The division would be responsible to the Royal Canadian Air Force commander for the generation of space capabilities for various missions.
October 25, 2018 | Local, Aerospace
If you're planning to become hopelessly lost, my advice is to do it in Norway. That was the author's conclusion after Skies was invited to the Leonardo Helicopters facility in Yeovil, England, to fly the latest variant of the AW101 search and rescue (SAR) helicopter. The machine was brand new, pending delivery to Norway, but represented a configuration that Leonardo has proposed to the Royal Canadian Air Force (RCAF) as an upgrade for Canada's fleet of CH-149 Cormorant SAR helicopters. AN OPPORTUNITY FOR THE RCAF The CH-149 Cormorant entered RCAF service in 2002. While not an old airframe by Canadian standards, the subsequent evolution of the model has left our version somewhat dated, and Leonardo maintains that obsolescence issues are beginning to adversely affect operational availability Team Cormorant is an industry consortium composed of Leonardo Helicopters, IMP Aerospace & Defence, CAE, GE Canada and Rockwell Collins Canada. The group's unsolicited proposal to the Air Force is intended to guard against creeping obsolescence and ultimately to reduce the cost of operating the helicopter. Under Team Cormorant's proposal, the RCAF would also acquire a training facility with a modern full-mission simulator, likely to be installed at 19 Wing Comox, B.C. The machine on offer to Canada is an extensively upgraded version of the RCAF's existing airframe, based upon the AW101-612 configuration; 16 of which are destined for Norway under its Norwegian All-Weather SAR Helicopter (NAWSARH) program. Team Cormorant's proposal to Canada also seeks to take advantage of nine former VH-71 Kestrel airframes from the cancelled U.S. presidential helicopter program, acquired by the RCAF in 2011. These would be used to augment the Cormorant fleet from the current 14–widely acknowledged as inadequate for Canadian SAR requirements–up to potentially 21 machines. Enhanced fleet size would allow the RCAF to base the Cormorant at 8 Wing Trenton, Ont.; a move that would improve SAR capability in the vast Trenton SAR region. Compared to in-service CH-149 Cormorants, the upgrades on offer include new, more powerful, full-authority digital electronic-controlled (FADEC) General Electric CT7-8E turboshaft engines; a more modern Rockwell Collins cockpit and avionics suite; improved aircraft management system; and a newly designed, four-axis dual-duplex digital automatic flight control system (AFCS). The sensor package promises the biggest capability upgrade, and includes an electro-optical surveillance system; a multi-mode active electronically-scanned array (AESA) radar; cell phone detection and tracking system; and marine automatic identification system (AIS) transponder receiver. AN OPPORTUNITY FOR COMPARISON In 2016, Skies dispatched me to fly the CH-149 Cormorant with RCAF's 442 Squadron at CFB Comox. It was an opportunity for this former Air Force CH-113/A Labrador SAR pilot to see first-hand how the Cormorant had changed the job I did decades ago in those same mountains. I recall that the Cormorant brought a lot of new technology to the SAR business, but the basic mission, like the mountains around us, was unchanged. After that flight, I reported: “Flying SAR was still a matter of cautious and skillful flying, using maps and looking out the window.” That experience left me with great regard for Air Force SAR crews and for the operational capability of the Cormorant, but also bemused to find that the business of searching still basically relied upon the “Mark 1 eyeball.” A flight in the latest variant of the AW101 was a terrific opportunity for a more contemporary comparison. The experience would demonstrate that leading-edge systems–particularly electro-optic sensor technologies–offer SAR capabilities that are as much a generational improvement over the current Cormorant as the Cormorant was over my beloved ol' Labrador. A CANADIAN FLIES A NORWEGIAN HELICOPTER IN ENGLAND Leonardo Helicopters test pilot Richard “Russ” Grant kindly offered me the right seat for our demonstration flight. Veteran flight test engineer (FTE) Andy Cotton served as sensor operator. Conditions were ideal, under a clear sky with a warm (24 C) gentle breeze along the century-old former-Westlands grass runway. Our test helicopter was the sixth production machine destined for Norway, operated by Leonardo under U.K. Ministry of Defence registration ZZ015. The helicopter's empty weight was 11,039 kilograms with much of its SAR interior yet to be fitted. Adding 2,000 kilograms of fuel (roughly half its 4,150-kilogram capacity) and three crewmembers brought the takeoff mass to 13,517 kilograms, which was well below the maximum allowable gross weight of 15,600 kilograms. The Cormorant that Skies flew with RCAF's 442 Squadron, although fully equipped for SAR with a standard fuel load of 2,400 kilograms and a crew of six, had a gross takeoff mass of 13,800 kilograms, which was below the maximum allowable gross weight of 14,600 kilograms. Direct comparison is difficult to establish, but the Norwegian machine is both heavier with installed systems and has more installed power than the CH-149, so the net result may be expected to be about the same operational power margin. Rapid dispatch can be facilitated by starting the auxiliary power unit (APU) while strapping in. Grant talked me through the engine starting procedure from memory. Air Force crews will use a checklist, but the procedure was quick and straightforward Engine controls consisted of three rotary knobs on the overhead panel in place of engine condition levers. I monitored the start, but Grant advised that in the event of a start-up malfunction the FADEC would shut down the engine faster than the pilots could react. We started the No. 1 engine first to power the accessory drive, providing hydraulic and electric power and bleed air. Starts of engines No. 2 and No. 3 were done simultaneously. Pre-flight checks and initialization of the aircraft management system (AMS, but think “master computer”) took Grant only minutes. Despite the functional similarity of the cockpit to the CH-149, the impression that I was amidst unfamiliar new technology was immediate. As ground crews pulled the chocks and busied themselves around the helicopter, the onboard Obstacle Proximity LIDAR System (OPLS, where LIDAR is light detection and ranging, since I needed to ask, too) annunciated their presence around the turning rotors. This system, which Grant described as being like the parking sensors in a car, provided a pop-up display and discretely-pitched audio cues depicting the range and azimuth to obstacles around the helicopter. Having come from a generation where we squinted into a landing light beam to guesstimate rotor clearance from obstacles, all I can say is, I want one! Full article: https://www.skiesmag.com/features/an-investment-in-capability