RCAF hints at capabilities that may guide future fighter acquisition

On the same subject

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  August 10, 2018 | Local, Aerospace

  Longview contracts Cascade for Viking CL-415EAF conversion program

  Longview Aviation Capital of Victoria, B.C., in cooperation with Viking Air Limited, has signed a contract with Cascade Aerospace of Abbotsford, B.C., to provide training and resources in support of the Viking CL-415EAF (Enhanced Aerial Firefighter) Conversion Program. Longview Aviation Capital selected Cascade to provide assistance with the Viking CL-415EAF conversion program in order to leverage Cascade's previous experience converting nine Canadair CL-215 firefighting aircraft to CL-215T turbine configuration for the Provinces of Alberta and Saskatchewan. The initial Viking CL-415EAF turbine conversion will be conducted at Cascade's facilities at the Abbotsford International Airport, and is scheduled to commence in September 2018. Cascade will provide training to Longview observers during the initial conversion at their Abbotsford facilities, and will send support staff to provide on-site training at Longview's facilities in Calgary, Alta., for the second and subsequent CL-415EAF conversions. “Cascade is both well-respected and well-established in the aerial firefighting community. We're confident their proven track record as a 214/415 Centre of Excellence converting Canadair CL-215 aircraft to turbine configuration will contribute to the on-time delivery of the initial CL-415EAF Enhanced Aerial Firefighter,” said David Curtis, chairman of Longview Aviation Capital. “This is a complex modification, and their expertise will lend itself to the development of the broader conversion program as a whole.” Kevin Lemke, executive vice-president and COO of Cascade Aerospace, voiced his support for this program “I'm enthusiastic that Cascade can offer Longview and Viking, two Western-Canadian companies, the advantages we've developed over hundreds of thousands of hours of experience working on CL-215 aircraft,” he said. “We've enjoyed many years of successful collaboration with Viking over the years on other programs and look forward to many more on this specialized Canadian platform. I'm confident that Cascade's honed expertise in the conversion process will substantively contribute to the success of the new Viking CL-415EAF program.” The CL-415EAF turbine conversion program is based on the Canadair CL-215T configuration, and encompasses installation of two Pratt & Whitney Canada PW 123AF turboprop engines, integration of a new digital avionics suite, installation of six new aircraft structures including winglets and finlets, upgraded power-assist flight controls, installation of a new power distribution system along with complete rewiring of the aircraft, and incorporation of 75 service bulletins associated with the CL-215T conversion kit. To initiate the conversion program, Longview is hiring up to 150 technical and support staff members at its Calgary facilities, where 11 specially selected CL-215 aircraft will undergo modification to CL-415EAF configuration utilizing Viking-supplied conversion kits. The turbine conversion kits will be developed and produced at Viking's facilities at the Victoria International Airport, where Viking has already hired 50 employees in support of the program. The Viking CL-415EAF Conversion Program forms part of a staged approach to utilize the advancements made with the Longview converted aircraft as the basis for the proposed Viking CL-515 new-production amphibious aerial firefighting aircraft. https://www.skiesmag.com/press-releases/longview-contracts-cascade-for-viking-cl-415eaf-conversion-program

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  May 31, 2019 | Local, Aerospace, Security

  What does a DAR do?

  Michael Petsche Helicopters are pretty awesome devices. Even when you understand the physics of how they work, it's still a wonder that the combination of whirling bits and pieces can result in flight. These magnificent machines put out fires, string powerlines, erect towers, pluck people in distress from mountains, and save countless lives. But here's the thing: a brand new, factory-spec helicopter right off the production line can't do any of those things. Flip through the pages of any issue of Vertical, and in almost every photo, the aircraft has been fitted with some type of special equipment. A firefighting machine will have a cargo hook for the bucket, a bubble window, an external torque gauge, pulse lights and a mirror. A search-and-rescue aircraft will have a hoist. Air ambulances are filled with lifesaving equipment. And very little of that stuff comes directly from the airframe original equipment manufacturers (OEMs). Instead, this equipment is in place thanks to supplemental type certificates (STCs). As the name implies, an STC is required for an installation that supplements the original aircraft type certificate. It needs to meet all of the same requirements as the aircraft that it's installed upon. Therefore, it must undergo the same kind of testing, analysis, and scrutiny that the aircraft does. How do regulatory authorities ensure that supplementary equipment meets the same standards as the aircraft they're designed to augment? Through people like me. I am a Transport Canada Design Approval Representative (DAR), also known as a delegate. A DAR does not actually work for Transport Canada, but is delegated to act on its behalf to make findings of compliance in a particular field of specialty — such as structures, avionics, or as a flight test pilot. To secure an STC, not only must a modification meet the same standards as the original aircraft, but it has to be shown not to degrade the safety of the aircraft. Let's take the firefighting helicopter as an example. The bubble window needs to be strong enough to withstand the aerodynamic loads in flight. In order to verify this, a structural test can be done on a test rig. However, the bubble window protrudes from the aircraft, resulting in extra drag. It could adversely affect how the aircraft behaves, or reduce climb performance, or have an effect on the pitot-static system. These are the sorts of issues that flight testing is meant to uncover. Similarly, if someone wants to upgrade an old GPS system to the latest and greatest model, testing must be done to ensure that there is no electrical interference between the new unit and any other existing systems on the aircraft. A big part of the STC process is determining just how you can prove that a modification meets the regulations. Does it need to be tested or is a stress analysis enough? Or is it a combination of the two — or another method entirely? And on top of that, which regulations are applicable? And furthermore, which version of the regulations needs to be applied? The rules for the Airbus H125, for example, are not the same as for the Bell 429. It's the role of the DAR (with concurrence from the regulator, in my case Transport Canada) to make these kinds of determinations. While the STC process is technically uniform, the scope can vary widely from one project to another. Changing a seat cushion or changing an engine type can both be STCs. The execution of a project can take many forms, and is dependent on a huge number of factors, including the DAR, the project scope, the resources available, and the end user. In my current role, I work largely on my own. The process typically begins with me submitting an application to open the project with Transport Canada. I prepare the documents and drawings, and witness and document any required testing. Then I compile it all and submit it to Transport Canada. Through all this, I will rely heavily on the end user to provide their insight and expertise — and their facilities. After all, it's their aircraft, and they are the ones who will ultimately be installing, using, and maintaining the STC kit — so it has to make sense to them. Whenever possible, I will have documents and drawings reviewed by the maintenance team to make sure that theory and reality align. Becoming a delegate How does someone become a delegate? In Canada, it begins with an educational requirement. You must have an engineering degree, or have, in the opinion of Transport Canada, equivalent experience. In other words, if someone has many years of applicable experience, they can be eligible to be a delegate, even if they do not have an engineering degree. A prospective delegate must also successfully complete the Aircraft Certification Specialty Course. This is a two-week intensive course that covers the ins and outs of aircraft certification: type certification, STCs, Change Product Rule and so on. And yes, there are exams! Next is a one-year working relationship with Transport Canada. The process for becoming a delegate is not uniform, with the one-year timeline more of a guideline than a rule. In my case, it took less than 12 months. Prior to beginning my process, I had the good fortune of working for a talented delegate for many years. He taught me how it “should be done.” I was given the opportunity to fly at 170 knots indicated airspeed in AStars pointed at the ground during flight tests; I snapped bolts while piling steel plates onto structures during structural tests; and I wrote numerous supporting reports for many kinds of STCs for many different aircraft types. My mentor is a (sometimes maddeningly) meticulous guy. Everything we did was thorough and correct. So, by the time I was presenting my own work to Transport Canada, it was evident that I already had a pretty firm grasp on the process. As a result, my delegation was granted before a full year. During the period while I was building my relationship with Transport Canada, my friends would ask if I had to accomplish certain specified milestones or achieve specific “levels.” The short answer is: not really. In fact, it's about building trust. It's almost counter-intuitive that in an industry with such strict regulations, granting delegation to someone is, to a large degree, based on a “warm, fuzzy feeling.” Ultimately, Transport Canada must have confidence in the delegate. Let's face it, we are in a business with tight schedules and high price tags. There can be a lot of pressure, financial or otherwise, to meet deadlines — and things can go wrong. Parts can fail under ultimate loading during a structural test. That cursed Velcro can fail the flammability test. And when these things happen, it can be the delegate that incurs the wrath of the angry operator who really needs to get his aircraft flying. Transport Canada must have the confidence that not only does the delegate have the technical knowledge and ability, but that they have the intestinal fortitude to stand firm under what can sometimes be difficult circumstances. There's the somewhat cynical axiom that the only way for an aircraft to be 100 percent safe is to never let it fly. I have heard many tales of woe and misery about people's dealings with Transport Canada and how the regulator was being “unreasonable” about X, Y, or Z. I'm of the opinion that these instances often stem from poor communication — on both sides. This is another area where the DAR can help. The DAR often acts as a liaison (or translator) between the operator and Transport Canada. Operators don't necessarily spend that much time studying design regulations. And similarly, Transport Canada engineers may not be fully familiar with the day-to-day challenges and obligations of aircraft operations. As a DAR, I speak the same language as Transport Canada. But I also spend a great deal of time in hangars, so I am also fluent in “aircraft operator.” This level of bilingualism can alleviate misunderstandings. And with a little strategic communication, everyone involved can be satisfied a lot sooner. Not surprisingly, communication and open dialogue between the DAR and the regulator is just as crucial. It has been my experience that Transport Canada wants to help get projects completed. They are aviation geeks, just like the rest of us, and they want to “Git ‘er done.” Because I have developed a solid relationship with Transport Canada, if ever I find myself struggling with something, I can call them and ask for guidance. Obviously it's not their job to fix the issue for me, but they are there to help. Whether they point me at an Advisory Circular that I wasn't aware of, or they draw from their own experience, 99 times out of 100, talking it through with them yields a solution very quickly. We all want to keep aircraft flying — safely. And we all have our different roles to play. As a DAR, I enjoy being the go-between for the regulatory world and the operational world. The challenge of getting them to work and play nicely together can be pretty fun — and a big part of accomplishing that goal requires earned trust and open communication. https://www.verticalmag.com/features/what-does-a-dar-do/

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  September 14, 2020 | Local, Aerospace, Naval, Land, C4ISR, Security

  Next defence chief will signal Liberals' priorities for the military

  Lee Berthiaume/ The Canadian Press OTTAWA — Time is running out for the federal Liberal government to name a new commander of the Canadian Armed Forces before it faces a confidence vote, with some observers worrying a delay could leave the military in limbo in the event of an election. Yet exactly who will be selected to succeed Gen. Jonathan Vance as chief of the defence staff remains a mystery because while there may be one seemingly obvious choice, there are others who might suit the Liberals better. "There's a generalized understanding that any of the individuals who have made it to three stars have demonstrated a pretty strong portfolio in terms of competencies and strengths," said Canadian Forces College professor Alan Okros. "It then becomes an issue about where does the priority fall?" The Liberal government has quietly indicated it wants to announce the new chief of defence staff before the speech from the throne on Sept. 23. Sources at the Department of National Defence, who are not authorized to discuss the search publicly, said interviews were conducted this past week Retired lieutenant-general Guy Thibault, who previously served as vice-chief of the defence staff, is one of those hoping for an announcement before a possible election. "You just don't want to have a chief in waiting with a chief caretaker in place," said Thibault, who now heads the Conference of Defence Associations Institute. The seemingly obvious choice is Lt.-Gen. Mike Rouleau. The former Ottawa police officer who re-enrolled in the Forces after 9/11 spent years in the field before becoming commander of Canada's special forces in 2014, at a time when the elite soldiers were in Iraq and elsewhere. Rouleau has since been burnishing his credentials in Ottawa, first as commander of the Canadian Joint Operations Command, which oversees all domestic and foreign operations, before recently taking over as Vance's second-in-command. "I think Mike is really the full-meal deal of all the current three-stars," said Thibault, echoing an assessment shared by many defence insiders and observers. Rouleau's appointment would signal a continuation of the current path set by Vance's five-year tenure — the longest in modern Canadian history — and enshrined in the Liberals' defence policy. That policy — known as Strong, Secure, Engaged — released in 2017 promised massive billions of dollars in investments over the next 20 years for more troops, new equipment such as warships and jets, and new capabilities in cyber and space. A similar signal would be sent if the Liberal government tapped Royal Canadian Air Force commander Lt.-Gen. Al Meinzinger, Canadian Army commander Lt.-Gen. Wayne Eyre or Royal Canadian Navy commander Vice-Admiral Art McDonald. They, along with Lt.-Gen. Christopher Coates, who recently moved into Rouleau's old job as head of the Canadian Joint Operations Command, would bring their own skills and styles, but they are also viewed as largely similar in terms of continuity. Some worry the economic damage caused by COVID-19 has made the defence policy unaffordable and that the government might bring out the axe. "If the government writ large turns its mind to budget cutting and deficit reduction, then National Defence is very, very unlikely to survive that for a number of different reasons," said defence analyst David Perry of the Canadian Global Affairs Institute. "The biggest one is just the straight arithmetic of it being the largest share of federal budget share." Vice-Admiral Darren Hawco was one of the key architects of the defence policy, with insiders speaking in glowing terms of the way the former frigate commander managed the backroom battles that led to its development. That included managing the priorities of the Air Force, Army and Navy against a set pot of money — an experience that would be especially important if the government wanted to start cutting. Many have wondered whether the Liberals will appoint a woman to become Canada's top military officer for the first time. Such a move would fit with the Liberals' progressive, feminist credentials and signal the government wants to see more action on addressing cultural issues such as racism as well as sexual misconduct and hate in the ranks. "There is still this huge frustration in the Prime Minister's Office (about) the military in not making progress on the sexual harassment side, and particularly the harassment, discrimination and hateful conduct stuff," said Okros. "It then becomes that issue of who is the right person to do that, and at one level, symbolic decisions may be of importance." That is where the first two female lieutenant-generals in Canada's history — Christine Whitecross and Francis Allen — come up. Whitecross in particular has been seen as a potential contender for the chief of the defence staff position for years, and the fact she spearheaded the military's fight against sexual misconduct in the early going could be a feather in her cap. Yet neither Whitecross nor Allen have much experience in the field and Perry said having a chief of the defence staff who didn't command a warship, fly an aircraft or lead soldiers in the field would be almost as groundbreaking as appointing a woman. "That would certainly be almost as notable for an organization that has a lot of cultural orientation around the operational end of things and putting people with those types of backgrounds into the top job," Perry said. Whichever way the government goes, says Thibault, "all of the three-stars currently in the mix wouldn't be where they are if they didn't have very significant experience and credibility and knowledge and skills and the right leadership qualities. "So you can take good confidence that they're all bona fide Canadian Forces leaders. And whoever is picked, I think we would recognize at the very beginning that they will all bring something unique and relevant to the position as chief of defence staff." This report by The Canadian Press was first published Sept. 13, 2020. https://www.kamloopsthisweek.com/news/next-defence-chief-will-signal-liberals-priorities-for-the-military-1.24202293