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March 12, 2019 | Local, Aerospace

Simulating the ‘SuperScooper’

by Lisa Gordon

The Viking CL-415 “SuperScooper” is more akin to a pick-up truck than a sports car.

It's a hardworking, amphibious turboprop that was built to fight wildfires.

It flies low, battling blistering heat and blinding smoke, before releasing 13,500 pounds of water in six seconds – and then returning to a nearby lake where it skims the surface to reload.

Introduced in 1993 by Bombardier, the CL-415 was essentially a turboprop version of its predecessor, the piston-powered CL-215. Today, there are close to 170 CL-215/415 aircraft in operation, mostly in Europe and North America. They are now supported by Viking Air, which acquired the program from Bombardier in 2016.

Pilot training in the CL-415 has historically been done in the aircraft, but TRU Simulation + Training says that due to the unique mission it performs, those training flights can be dangerous.

The South Carolina-headquartered company is a division of industry giant Textron Inc., and was formed following the amalgamation of several specialty flight simulation and pilot training companies, including former Montreal-based Mechtronix.

About two years ago, TRU's commercial aviation division in Montreal began designing the world's first CL-415 full flight simulator (FFS) with the capability to replicate operations not only in the air, but also on the water. The company was able to draw on its recent experience of successfully building a Series 400 Twin Otter FFS for Canada's Pacific Sky Aviation in Calgary, Alta. – the world's first seaplane simulator with water-handling capabilities.

“Before the Twin Otter project, hydrodynamic modelling is something we hadn't done before,” acknowledged Thom Allen, TRU's vice-president of Technology and Innovation. “It's like a boat simulator because you're modelling the buoyancy of the floats or the fuselage in the water. Interestingly, our engineers working on the Twin Otter program actually went to the library and researched how boats work on the water. Mixing the boat sim with the aerodynamic sim is the whole package.”

He said the CL-415 experience took things one step further by adding the mission component – scooping the water – to the Twin Otter build.

“From a safety point of view, the types of missions you do in a waterbomber are quite a bit different from a commercial aircraft. When you're scooping water and dropping it over a fire, training in those conditions is very dangerous. The tradeoff has always been between the quality of the training and the danger of doing that sort of training.”

TRU's CL-415 FFS was delivered to Ansett Aviation Training in Milan, Italy, in September 2018 and certified by the European Aviation Safety Agency (EASA) in December to Level D standards. Although training courses have yet to be completed in the simulator, the hope is that both initial and recurrent pilot training will be done exclusively in the device.

Allen said the operational characteristics of a CL-415 are complex and unique.

“When you're flying over a very hot fire, you drop your water and the mass of the aircraft is cut in half. The turbulence effect is quite significant when you hit the updraft. The fire is creating turbulence, smoke, reduced visibility – and pilots are dropping every five or 10 minutes repeatedly, usually in rugged terrain at low altitudes. This is the part that made this project something new.”

To gather accurate performance data, TRU rented a CL-415 and equipped it with flight test instrumentation.

“We weren't doing fire drops with our engineers on board, but we did all the manoeuvres around that, and we brought in a number of senior CL-415 pilots to evaluate our work.”

The result is the world's first high fidelity CL-415 simulator with the capability of replicating not just air and water operations, but various types and intensities of forest fires and changes in related environmental conditions. The cockpit noise level is accurately reproduced by a secondary audio system that – like the real aircraft – requires crewmembers to wear a noise-cancelling headset.

Full article: https://www.skiesmag.com/news/simulating-the-superscooper

On the same subject

  • Russia’s Arctic Agenda and the Role of Canada

    April 16, 2020 | Local, Naval

    Russia’s Arctic Agenda and the Role of Canada

    Publication: Eurasia Daily Monitor Volume: 17 Issue: 51 By: Sergey Sukhankin April 15, 2020 05:24 PM Age: 14 mins New research (which includes two articles written by Russian experts) published by the prominent think tank the Canadian Global Affairs Institute has spurred interest and hopes in Russia's expert community about the possibility of normalizing ties between Russia and Canada through cooperation in the Arctic region (Russiancouncil.ru, April 3; Cgai.ca, accessed April 12). This cooperation could potentially be premised on two main pillars. First would be the mutual rejection of “internationalization” of the Arctic. Both Canada and Russia—for whom the Arctic region is an issue of foreign policy (Russiancouncil.ru, July 1, 2019) —feel ill at ease with the increasing involvement of non-Arctic states in the region, particularly, China. Russian information outlets noted the level of distress when the Chinese icebreaker Snow Dragon completed its first-ever voyage through the Arctic Ocean off the coast of Canada, accumulating “a wealth of experience for Chinese ships going through the Northwest Passage in the future” (Regnum, September 17, 2017; see EDM, October 3, 2017). Second, Moscow seeks to exploit regional frictions and disagreements between Canada and the United States (Pentagonus.ru, accessed April 10) to boost its own position/influence in the region. Russian sources recall the year 2010, when then–Secretary of State Hillary Clinton publicly challenged Canada's stance on the status of the Northwest Passage, which Ottawa considers part of Canadian territory (Foreignpolicy.ru, February 20, 2015). In the past, both the Russian tone and general assessment of Canada's role in the Arctic were denigrating, claiming Ottawa lacked agency. Perhaps the clearest expression of this sentiment came from the director of the Institute of Strategic Planning and Forecasting, Professor Alexander Gusev, who, in 2015, declared that “they [Canada] are only performing the role assigned by the US” (Odnako.org, March 30, 2015). After 2016, however, Russia dramatically changed its coverage of the US-Canadian dispute in the Arctic region, with Moscow increasingly employing reconciliatory rhetoric toward Ottawa and employing ever more assertive public diplomacy tools. One notable example of this new approach is Moscow's reliance on pro-Russian experts based in Canada. In 2016, speaking in Sochi, on the margins of that year's Valdai Club session, Professor Piotr Dutkiewicz (a former director of the Institute of European and Russian Studies at Carleton University, in Ottawa) stated, “[T]his area [the Arctic region] will be the first one where we will feel real changes in our relations... Arctic cooperation will become the focal point thanks to which our two sides [Canada and Russia] will be extending their areas of collaboration” (Izvestia, October 28, 2016). Moreover, as repeatedly stated by Federation Council member Igor Chernyshenko (a senator from Murmansk Oblast), the Arctic region could become a “bridge,” helping Canada and Russia overcome the existing difficulties in their bilateral ties. Last May, he announced, “[W]e invited them [the Canadian side] to return to a dialogue. We proposed holding a conference between Russian and Canadian universities in northwest Russia, maybe in Murmansk Oblast. They supported this idea” (TASS, May 25, 2019). Notably, the last such event was held in November 2014, in Canada, hosted by the aforementioned Carleton University. In addition to trying to foster bilateral academic ties, Russia's outreach to Canada on Arctic issues involves sustained information campaigns via RT and similar multi-language information outlets with international reach. In particular, Russian propaganda narratives routinely overemphasize the extent of current US-Canadian disagreements in the Arctic. At the same time, foreign-audience-facing Kremlin-linked media outlets underscore the allegedly negative role of President Donald Trump (and his policies toward Canada) in aggravating the existing disputes. RT widely claimed that “after Trump's inauguration, he began pressing Ottawa on economic issues and extended claims on Canadian possessions in the Arctic region.” It also highlighted US Secretary of State Michael Pompeo's remarks suggesting that “Russia is not the only country with illegitimate claims [in the Arctic] ...the US has a lasting dispute with Canada over its claims on sovereignty over the Northwest Passage. Finally, RT's propaganda reporting also relied on a statement by Pavel Feldman, the deputy director of the Institute for Strategic Studies and Forecasts at the Moscow-based Peoples' Friendship University of Russia (RUDN). Feldman is quoted as saying, “[T]he US and Canada carry on a heated competition over the Arctic region; yet, publicly, these countries are trying to position themselves as partners” (RT, October 16, 2019). In recent months, this increasing Russian attention to Canada as an Arctic power and a key element of regional stability and order has started to be expressed at the highest levels in Moscow. Poignantly, President Vladimir Putin declared in a public address at the start of this year that Russia “is open to cooperation with Canada on the basis of mutual respect and consideration of each other's interest.” Putin added, “[O]ur countries are neighbors in the Arctic region and bear joint responsibility for the development of this vast region, for preservation of the traditional lifestyle of its native populations and the careful treatment of its brittle ecosystem” (Vzglyad, February 5, 2020). Such reconciliatory rhetoric should, however, be taken with a heavy dose of caution in Ottawa: from the earliest days of the Soviet Union, Moscow's stance on the Arctic region has been deliberately flexible and tightly premised on being able to demonstrate its military potential in the High North and to intimidate other regional players. The Russian Federation has increasingly undertaken the same policy course since 2014 (see EDM, April 9). Incidentally, on January 31, 2020, two Russian Tu-160 heavy strategic bombers approached Canadian airspace—maneuvers that the Russian Ministry of Defense explained away as “planned exercises” (Vpk.name, February 3). It is worth pointing out that the US North American Aerospace Defense Command (NORAD) is unable to identify and track Russian bombers of this type until they are close enough to launch missiles at targets on the continent. Furthermore, it is worth keeping in mind that, in fact, Russia (not the US) is Canada's direct competitor when it comes to territorial claims in the Arctic (the Lomonosov Ridge)—a point explicitly corroborated by Russia's Arktika 2007 expedition, which explored this disputed undersea area and famously planted a Russian flag at the North Pole, on the bottom of the Arctic Ocean (Izvestia, August 3, 2007). Lastly, it may be worth keeping an eye on one of the proposed amendments (soon to be officially adopted) to the Russian Constitution on the “prohibition of actions related to the alienation of Russian territory, or the propaganda thereof” (TASS, February 25). This amendment—reportedly drafted with predominantly Kaliningrad and Vladivostok in mind—is likely to also be applied to some Arctic territories that are of equally strategic interest to Canada. https://jamestown.org/program/russias-arctic-agenda-and-the-role-of-canada/

  • Airbus n'écarte pas la possibilité d'assembler des avions de chasse au Québec

    January 17, 2019 | Local, Aerospace

    Airbus n'écarte pas la possibilité d'assembler des avions de chasse au Québec

    La Presse canadienne Airbus n'écarte pas la possibilité que le Québec puisse accueillir une chaîne de montage d'avions de chasse ainsi qu'un lieu destiné à la construction de satellites si le géant européen parvient à décrocher de nouveaux contrats au Canada. Ces scénarios ont été évoqués lundi par le président des activités canadiennes de la multinationale, Simon Jacques, lors d'un événement organisé par la multinationale à Mirabel, dans les Laurentides, où s'effectue l'assemblage des appareils A220, nés de la C Series de Bombardier. Airbus convoite notamment l'appel d'offres du gouvernement canadien, qui devrait être lancé avant le début de la prochaine campagne électorale, pour l'achat de 88 avions de chasse visant à remplacer ses CF-18 vieillissants. Airbus propose l'Eurofighter Typhoon. « Absolument », a répondu M. Jacques lorsqu'il lui a été demandé si la chaîne de montage pourrait se trouver au Québec. « Nous évaluons nos options. » En plus d'Airbus, les entreprises Boeing, Lockheed Martin et Saab ont été retenues par le gouvernement canadien. « La construction d'une nouvelle ligne d'assemblage, qui entraînerait la création de nombreux emplois, ne serait pas un casse-tête logistique étant donné qu'il y a de l'espace de disponible à Mirabel, dans les Laurentides, où s'effectue l'assemblage de l'avion A220 », a expliqué M. Jacques. Puisque l'appel d'offres devrait imposer du contenu local, le dirigeant d'Airbus au Canada a dit vouloir proposer une « solution canadienne ». Déjà un lien L'actionnaire majoritaire de l'A220 a décroché son premier contrat d'envergure en 2016 avec Ottawa, qui lui a commandé 16 avions de recherche et de sauvetage, une entente de 2,4 milliards de dollars, en plus de 2,3 milliards en entretien et service après-vente pour 20 ans. Le premier de ces appareils doit être livré d'ici la fin de l'année. Les CF-18 mis en service dans les années 1980 devaient être retirés d'ici 2020, mais leur remplacement s'est transformé en une longue saga. Il y a six ans, le gouvernement Harper a abandonné dans la controverse son projet d'acheter des avions de chasse F-35 sans appel d'offres pour remplacer cette flotte vieillissante. Le gouvernement Trudeau, qui avait par la suite décidé d'acheter 18 avions Super Hornet à Boeing également sans appel d'offres, a annulé cet achat en 2017 dans la foulée du conflit commercial entre Boeing et Bombardier à propos de la C Series. D'ici à ce que ce contrat se concrétise, Ottawa s'est tourné vers l'Australie pour acheter des avions de chasse provisoires. D'après M. Jacques, le Canada est « vraiment engagé » à « stimuler la concurrence », ce qui pourrait ouvrir une porte à un autre constructeur que l'américaine Boeing. « Je pense que c'est important pour le Canada d'avoir une flotte différente de ce qu'il y a aux États-Unis [avec Boeing], a-t-il dit. [Cela serait] une bonne chose pour le NORAD [Commandement de la défense aérospatiale de l'Amérique du Nord]. » Citant l'exemple du Royaume-Uni, qui est client d'Airbus et de Lockheed Martin pour sa flotte, M. Jacques a soutenu que rien n'empêchait le Canada de faire de même. Des satellites en plus? Parallèlement au dossier des avions de combat, le dirigeant d'Airbus a mentionné que l'entreprise pourrait se tourner vers le Québec pour la construction de satellites si sa proposition est retenue par Télésat Canada, un exploitant de satellites de télécommunication. Cette entreprise avait sollicité des offres à Airbus et à Thales pour le lancement en orbite « d'entre 300 et 500 satellites », selon M. Jacques, dans le cadre d'un projet entourant l'accès à Internet. « Cela viendrait changer la donne au Québec », a-t-il lancé, en évoquant au passage la création de quelque 200 emplois. Airbus dit échanger avec différents ordres de gouvernement, dont Québec et Ottawa, dans le but de s'installer dans la province si la multinationale obtient le contrat. https://ici.radio-canada.ca/nouvelle/1146770/airbus-possibilite-assembler-avions-chasse-quebec

  • See what IDEaS has been up to!

    January 7, 2020 | Local, Aerospace, Naval, Land, C4ISR, Security

    See what IDEaS has been up to!

    Over the past months, over 30 projects from the Competitive Projects' first Call for Proposals have advanced to Component 1b and signed $1M dollar contracts with IDEaS. In the upcoming weeks, many more are going to be posted on our web page. Competitive Projects Funding Recipients (as of December 2019) Additionally, Innovation Networks have signed 12 contribution agreements valued at nearly $18M to fund small research networks, or Micro-nets. These research communities will increase Canadian scientific capacity in a number of areas like advanced materials (detection avoidance and physical protection), and autonomous systems (trust and barriers to adoption). See the all newly signed recipients: Innovation Networks – Recently Funded Micro-Nets Corrosion Sandbox: Rust Never Sleeps Test your best technologies to find corrosion trouble spots for the Royal Canadian Navy (RCN). The next IDEaS sandbox will take place at the Centre for Ocean Ventures & Entrepreneurship (COVE) facility in Dartmouth, Nova Scotia and will focus on corrosion detection on naval vessels. COVE is a collaborative facility for applied innovation in the ocean sector. Participants will get the opportunity to showcase their products on realistic simulations, with successful demonstrations resulting in access to an actual RCN vessel to demonstrate their solution in a real world environment. Watch for the Call for Applicants in January 2020. Thank you, The IDEaS Team

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