Back to news

July 24, 2018 | Local, Land

Troops warned about driving habits on Tactical Armoured Patrol Vehicles


Defence Watch has been told about concerns being raised about the brakes on the Tactical Armoured Patrol Vehicle fleet.

But the Department of National Defence says the issue isn't about the brakes but how the vehicles are being driven during training.

“Vehicles in the TAPV fleet have not been quarantined, though we have investigated a few incidents involving stopping distances,” DND spokesman Dan Le Bouthillier explained to Defence Watch.

“Investigating these types of incidents is a normal part of equipment fielding and integration into the CAF fleet. This is done to identify issues and ensure vehicle and crew safety.”

Le Bouthillier said the findings thus far are that the incidents were isolated and occurred during driver training. The TAPV is a heavy vehicle and requires longer stopping distances at higher speeds than most new drivers are familiar with, he added. In over 50 TAPV Driver courses across the country, only two incidents were noted, said Le Bouthillier.

Canada is in the midst of acquiring 500 Tactical Armoured Patrol Vehicles. In June 2012, Textron Systems Canada Inc. was awarded two contracts, one for the acquisition of 500 vehicles, valued at $603.4 million, and a second contract for their support at $105.4 million to conduct in-service support for the fleet for five years following the last vehicle delivery, the government noted.

The TAPV is a wheeled combat vehicle that will conduct reconnaissance and surveillance, security, command and control, and armoured transport of personnel and equipment.

On the same subject

  • Like it or not, the U.S. needs to be a key part of Canada’s next-gen jet procurement process

    May 13, 2019 | Local, Aerospace

    Like it or not, the U.S. needs to be a key part of Canada’s next-gen jet procurement process

    ELINOR SLOAN, CONTRIBUTED TO THE GLOBE AND MAIL RICK BOWMER/THE ASSOCIATED PRESS Elinor Sloan, professor of international relations in the department of political science at Carleton University, is a fellow at the Canadian Global Affairs Institute. For a bid to buy a plane designed to cut quickly through the skies, Ottawa's pursuit of a future-generation fighter jet has been a long and torturous slog. In 1997, Jean Chrétien's Liberal government joined the F-35 Joint Strike Fighter program, a U.S.-led initiative conceived as a new way for allies to work together to design, develop and produce a fifth-generation fighter aircraft. In 2006, Ottawa signed a formal memorandum of understanding that gave Canada and the other eight partner nations the exclusive right to compete for contracts to produce such aircraft and, since 2007, Canadian companies have won more than US$1.3-billion in defence contracts related to the Joint Strike Fighter. With a production line that will be operating at full capacity starting this year, and is expected to produce about 10 times as many aircraft as exist today over the next few decades, this number promises to grow substantially. Meanwhile, Canada's nearly 40-year-old fleet of fighter jets – the CF-18s – continues to age. In 2010, the Harper government shelved its plan to sole-source buy the Joint Strike Fighter to replace them after a public outcry and a damning auditor-general's report that found significant weaknesses in the process used by the Department of National Defence. Then, when the Liberals took office in 2015 and promised an open and fair competition to replace the CF-18s, it also banned the F-35 from bidding – two contradictory positions. The Trudeau government quietly dropped that ban last year, and pre-qualified four companies to bid on a contract worth at least $15-billion: Sweden's Saab Gripen, Britain's Airbus Eurofighter, the U.S.'s Boeing F/A-18 Super Hornet and, yes, Lockheed Martin's F-35 Joint Strike Fighter. According to letters released last week, though, the U.S. government threatened to pull the Lockheed Martin F-35 from consideration last year over Ottawa's insistence that Canada receive industrial benefits from the winning bid. In response, Ottawa relaxed its requirement on Thursday: Where bidders once had to commit to spend 100 per cent of the value of the aircraft's acquisition and sustainment in Canada, bids will now only lose points in a three-category scoring system in the review process, instead. With such exhausting twists and incompatible statements, it's little surprise that it took three and a half years of the government's four-year mandate just to get to the formal request-for-proposal stage. But there is a way out of this morass: pursuing a back-to-basics focus on why we need this aircraft and what we need it to do. To do so, we must focus on the proposed jets' promised technical capabilities, which are paramount, and rightly weighted the highest of that three-category scoring system. The second category is cost, which of course is important to any government. The third is creating and sustaining a highly skilled work force within our own borders, a goal enshrined in Canada's industrial trade benefits (ITB) policy, which requires a winning bid to guarantee it will make investments in Canada equal to the value of the contract. Each bid is scored by these three categories, weighed 60-20-20, respectively. However, the Joint Strike Fighter program, which Canada has spent millions to join, does not fit neatly into the ITB policy. In those letters last year, the Pentagon and Lockheed Martin pointed out that Canada's ITB terms are inconsistent with – and indeed prohibited by – the memorandum of understanding Canada signed in 2006, which says partners cannot impose industrial compensation measures. The solution reached on Thursday allows that memorandum to be obeyed, but since Canada will still give higher grades to bids that follow its ITB policy, questions remain as to whether the playing field has really been levelled. All of this is important because of the growing competition between the major powers. Russian bombers and fighters, for example, are increasingly testing the boundaries of Canadian and U.S. airspace. More than ever, the focus needs to be interoperability with the United States, working together on NORAD and helping NATO allies in Europe. As a flying command-and-control platform, rather than a mere fighter, Canada's next-generation jet must work with the United States' most sophisticated systems, and include a seamless and secure communications capability – that is a critical and non-negotiable criterion. Indeed, as DND has said,the United States will need to certify the winning jet meets Washington's security standards. Some may question the federal government's decision to relax the ITB rules, and to grant this certification sign-off. But whatever Canada buys must be able to address threats to us and to our allies until well into the 2060s. Our relationship with the United States, both in terms of geopolitics and military technology, is crucial. Despite our trade tiff, the United States remains our most important strategic partner. Canada can either take an active part in our own security, or leave it to the United States.

  • Ukraine war highlights the Canadian military’s urgent need for a lifeline

    April 14, 2022 | Local, Aerospace, Naval, Land, C4ISR, Security

    Ukraine war highlights the Canadian military’s urgent need for a lifeline

    The Liberals have ignored the historic opportunity the war in Ukraine is presenting Canadian Defence Minister Anita Anand to revitalize Canada’s military. The $8 billion in additional funding announced for defence as part of the 2022 federal budget doesn’t come close to resolving the military’s funding crisis, let alone meet NATO’s two per cent funding […]

  • L’appel d’offres pour le remplacement des CF-18 lancé bientôt

    June 6, 2019 | Local, Aerospace

    L’appel d’offres pour le remplacement des CF-18 lancé bientôt

    NORMAND BOIVIN Au cours des prochaines semaines, un mois au maximum, le Canada devrait lancer le processus d'appel d'offres pour le remplacement de sa flotte de CF-18. Le major-général Alain Pelletier est en train de mettre la touche finale aux travaux qui l'ont tenu occupé au cours des deux dernières années pour le choix du prochain chasseur, tout en s'assurant de maintenir la capacité opérationnelle de la flotte actuelle. « Nous sommes toujours en discussions avec les quatre fournisseurs en lice », a expliqué au Quotidien, lors de son passage dans la région mardi, celui qui est devenu, en mai, le nouveau commandant de la 1re Division aérienne du Canada. Même si le F-35 est le seul avion furtif de cinquième génération, le major-général affirme que les offres seront analysées en fonction de la capacité du futur chasseur à répondre à la mission que va se donner le Canada et du nombre d'années de service qu'il sera en mesure de fournir – 35 à 40 ans –, plutôt que de génération. Dassault a retiré son Rafale de la course. Furtif, oui ou non ? Les F-18, comme les F-16 ou les F-15, sont des avions de quatrième génération et sont facilement détectables par les radars. Le F-35 et le F-22 sont les seuls avions de chasse de cinquième génération, c'est-à-dire qu'ils ont une faible signature radar, ce qui les rend pratiquement indétectables. Entre les deux, le Typhoon, fabriqué par Eurofighter, est un appareil qu'on dit de 4,5e génération. Il n'est pas complètement furtif, mais a des caractéristiques qui diminuent sa signature radar. On peut le détecter, mais son écho est plus petit et peut être confondu avec autre chose. Il y a aussi des changements sur le Super Hornet. Boeing fait des tests pour diminuer sa signature radar par des contre-mesures électroniques et certaines peintures qui, semble-t-il, absorbent les ondes radar au lieu de les réfléchir. « Avec l'évolution des technologies, ce genre de dénomination tient moins la route, car on parle maintenant de 4,6 et même 4,7e génération. Nous avons nos exigences et nous discutons avec nos quatre fournisseurs », affirme le major-général Pelletier. Le F-18 Super Hornet de Boeing, le Gripen du Suédois SAAB et le Typhoon européen sont donc encore dans la course avec le F-35 Lightning de Lockheed Martin. Une fois que le Canada aura déposé la version finale de ses exigences, le major-général Pelletier estime que les quatre avionneurs devraient soumettre leurs offres à la fin de 2021. S'ensuivra une période de négociations devant aboutir à la livraison des premiers appareils quelque part en 2025, pour la mise en service au début de 2026. Lorsque les 88 nouveaux chasseurs auront été livrés et que les CF-18 prendront leur retraite, ils auront presque 50 ans. D'ici là, ajoute Alain Pelletier, le Canada va tout mettre en œuvre pour s'assurer que nos vieux CF-18 continueront d'être en mesure de remplir leurs missions de protéger l'espace nord-américain et d'assurer la paix ailleurs dans le monde. Ainsi, les avions, qui avaient été achetés au début des années 80 pour servir jusqu'en 2010, ont déjà subi des modifications pour les mettre à niveau avec de nouveaux systèmes d'armement et pour augmenter leur vie utile d'abord jusqu'en 2017, puis en 2025. À cause de la décision du gouvernement fédéral d'annuler la commande initiale des F-35 pour retourner en appel d'offres, ils devraient donc bénéficier de nouveaux investissements pour prolonger leur vie jusqu'en 2032.

All news