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By: Christina Mackenzie PARIS – Spanish companies have unveiled a new system for simulating low-oxygen conditions that air force pilots may experience during flight. The technology, made by Indra, one of Spain's leading high-technology companies, and iAltitude, a Spanish company specializing in high-altitude sports training, is the latest proposal to cope with the symptoms of hypoxia, which can cause pilots to fall unconscious mid-flight. Air force pilots have a backup oxygen mask in case the oxygen levels drops too low but if the mask were to fail, pilots “must be able to identify the symptoms that precede hypoxia, a dangerous state that can cause loss of consciousness in a few seconds,” Indra said. The system, which the company claims is “the first of its kind in the world,” consists of normobaric hypoxia equipment made by iAltitude that Indra has integrated into the simulator for the C101 Spanish Air Force training jet at the Madrid-based CIMA (Aerospace Medicine Training Center). Whilst the pilots are training on the simulator, the system regulates the oxygen pilots get through their mask, reducing it progressively. Their responses are recorded and the data will be used by CIMA to design training programs tol alert pilots to pre-hypoxia symptoms. Until now, training in hypoxia was mainly performed in hypobaric and normobaric sealed chambers in which trainees could undertake exercises to help them detect loss of oxygen, but these could not be undertaken simultaneously with flight tasks. The new system means hypoxia tests are now integrated with flight training, as the capabilities of each pilot to complete flight procedures in low-oxygen conditions are being evaluated continuously. https://www.defensenews.com/global/europe/2018/12/04/spanish-vendors-pitch-new-hypoxia-response-training-for-military-pilots

MADRID, Dec. 4, 2018 /PRNewswire/ -- Lockheed Martin (NYSE: LMT) and Airbus have signed an agreement to jointly explore opportunities to meet the growing demand for aerial refueling for U.S. defense customers. The companies will seek to provide aerial-refueling services to address any identified capacity shortfall and to meet requirements for the next generation of tankers capable of operating in the challenging environments of future battlespace. "Reliable and modernized aerial refueling is an essential capability for our customers to maintain their global reach and strategic advantage," said Lockheed Martin Chairman, President and CEO Marillyn Hewson. "By combining the innovation and expertise of Airbus and Lockheed Martin, we will be well-positioned to provide the United States Air Force with the advanced refueling solutions needed to meet 21st century security challenges." "The U.S. Air Force deserves the best aerial-refueling technology and performance available under the sun and this great industry team, Lockheed Martin and Airbus, will offer exactly that," said Tom Enders, Airbus CEO. The companies are taking a cooperative approach, with the Airbus A330 Multi Role Tanker Transport (A330 MRTT) at its heart, to examine a broad spectrum of opportunities. These may range from ways to support critical near-term air-refueling needs, such as a fee-for-service structure to conceptualizing the tanker of the future. Airbus Defence and Space Head of Military Aircraft Fernando Alonso said, "The A330 MRTT has been selected by a dozen nations around the world. It is extensively proven in live operations and has been repeatedly praised by major air forces. We are convinced that the combination of Airbus' tanker expertise with Lockheed Martin's extensive U.S. presence, has the potential to provide highly effective solutions for current and future U.S. military aerial refueling requirements." Lockheed Martin has a long and successful history of systems integration, manufacturing and maintenance, repair and overhaul operations with large airlift and tanker aircraft. When combined with Airbus expertise in this competitive space, the two companies will field a strong team to address future air refueling needs. "Airbus is an industry leader in the aerial refueling area, and Lockheed Martin is known for cutting-edge defensive technologies and capabilities," said Michele Evans, executive vice president, Lockheed Martin Aeronautics. "This is a great opportunity for our two companies to combine our expertise – cooperating to develop world-class solutions for critical needs around the world." About Lockheed Martin Headquartered in Bethesda, Maryland, Lockheed Martin is a global security and aerospace company that employs approximately 100,000 people worldwide and is principally engaged in the research, design, development, manufacture, integration and sustainment of advanced technology systems, products and services. This year the company received three Edison Awards for ground-breaking innovations in autonomy, satellite technology and directed energy. About Airbus Airbus is a global leader in aeronautics, space and related services. In 2017 it generated reported revenues of € 67 billion – or € 59 billion restated for IFRS 15 – and employed a workforce of around 129,000. Airbus offers the most comprehensive range of passenger airliners from 100 to more than 600 seats. Airbus is also a European leader providing tanker, combat, transport and mission aircraft, as well as one of the world's leading space companies. In helicopters, Airbus provides the most efficient civil and military rotorcraft solutions worldwide. This news release contains statements that are not recitations of historical fact and which therefore constitute forward-looking statements within the meaning of the federal securities laws. These statements are not guarantees of future performance and are subject to risks and uncertainties. Actual results may differ materially due to factors such as our ability to successfully jointly pursue opportunities and achieve the expected synergies and other benefits and the competitive environment for our products and services. For a discussion identifying additional important factors that could cause actual results to vary, see the Corporation's filings with the Securities and Exchange Commission (SEC) including "Management's Discussion and Analysis of Financial Condition and Results of Operations" and "Risk Factors" in the Corporation's Annual Report on Form 10-K for the year ended Dec. 31, 2017 and subsequent quarterly reports on Form 10-Q. The Corporation's filings may be accessed through the Investor Relations page of its website, www.lockheedmartin.com/investor, or through the website maintained by the SEC at www.sec.gov. SOURCE Lockheed Martin Aeronautics Company https://news.lockheedmartin.com/2018-12-04-Lockheed-Martin-and-Airbus-Sign-Memorandum-of-Agreement-on-Aerial-Refueling

Lee Berthiaume / The Canadian Press OTTAWA — New court documents show public servants discussing the risk to taxpayers as successive federal governments have turned to sole-source contracts to buy desperately needed equipment for the Canadian Forces and others. The documents were filed on behalf of suspended Vice-Admiral Mark Norman, who is charged with breach of trust in connection with one such contract. They land amid frustrations with Canada's military procurement system — including because of political mismanagement — that have led to the need for quick fixes. Prime Minister Justin Trudeau's government has chosen to sign several sole-source contracts to bolster the coast guard's aging icebreaking fleet and the country's fighter-jet force, buying time to find permanent replacements. Sole-sourcing does make sense in many cases, said defence analyst David Perry of the Canadian Global Affairs Institute, particularly where there is an emergency or it's clear that only one company can meet the government's needs. "But if you're sole-sourcing to fill a capability gap, that's the result of mismanaging a procurement to the point where you are out of options and have no alternative," Perry said. "That's not really a good reason to be sole-sourcing." The Tories under Stephen Harper once intended to buy a fleet of F-35 fighter jets on an untendered contract, but aborted that plan in 2012 once the full price became known. Then the Trudeau government planned to spend about $6 billion on 18 sole-sourced "interim" Super Hornets from Boeing because it said Canada needed more fighter jets to support its aging CF-18s until replacements could be purchased through a competition. The Super Hornets deal eventually fell apart because of a trade dispute with Boeing. So the government is buying 25 second-hand Australian fighter jets, also without a competition. Canada isn't expected to get new fighter jets until at least 2025. The Liberals also recently bought three second-hand icebreakers from Quebec-based Davie Shipbuilding for the coast guard, whose existing fleet is on average 35 years old — with no immediate plan to replace it on the horizon. Suspended as the military's second-in-command in January 2017, Norman was charged in March 2018 with one count of breach of trust for allegedly leaking cabinet secrets to Davie over a different contract. He has denied any wrongdoing and vowed to fight the charge. The case against Norman centres on a sole-sourced deal negotiated between Davie and the previous Conservative government in 2015, in which the Quebec shipyard proposed converting a civilian cargo ship into a temporary support vessel for the navy. The $700-million contract with Davie was not finalized before that year's federal election. Although the newly elected Liberals at first wanted to delay it for a closer review, they signed off on the deal a short time later. Before Liberal ministers agreed to buy the converted ship, bureaucrats from the Privy Council Office, the government's top department, wrote a secret briefing note in November 2015 that discussed the problems with not holding a competition. "The risk inherent with a sole-source contract is that much of the leverage in the contract negotiation resides with the company," the bureaucrats wrote, even as they noted that the Conservatives had exempted the deal from the usual oversight for such projects. Despite these concerns, the officials recommended the government approve the deal. Partly because they had assessed that "risk mitigation measures" were in place, but mostly because the navy urgently needed a support ship for faraway operations. The court documents, none of which have been filed as exhibits or tested in court, include RCMP interviews with civil servants that suggest politicians' desire for votes in Quebec also played a role in the decisions about the ship. But the navy's need for the vessel was real. The navy at the time had just retired its 50-year-old support ships and while replacements are being built in Vancouver through the government's national shipbuilding plan, numerous delays and problems mean they won't be ready until the 2020s. The navy had originally expected to get new support ships in 2012. The briefing note said a competition could have been held to find another, perhaps cheaper, solution, but "a competitive process would take longer to deliver a solution — likely 10-14 months for a contract award, and then more time for the service to be ready." RCMP interviews with several senior civil servants raise similar concerns about awarding a contract to Davie without a competition while also alluding to the sense of urgency in getting new support ships. The Defence Department's head of procurement, Patrick Finn, told the Mounties that other companies were clamouring to compete to supply a temporary support ship in late 2014, and that "the information existed to say that this could be done competitively." But Finn noted that Davie had already found a ship that it could convert for the navy, which "at that point had no replenishment ships." Melissa Burke, an analyst with the Privy Council Office who attended various cabinet meetings about Davie's proposal in 2015, told the RCMP that federal procurement officials were unhappy because "they felt the taxpayers were getting a raw deal." https://www.timescolonist.com/sole-sourced-contracts-can-be-raw-deal-top-officials-said-in-navy-ship-case-1.23516431

LEE BERTHIAUME OTTAWA THE CANADIAN PRESS PUBLISHED DECEMBER 3, 2018UPDATED DECEMBER 3, 2018 The Canadian military is looking to contract out some maintenance work on the country's aging CF-18 fighter jets as well as training to help address a shortage of experienced technicians. Defence officials revealed the plan during a Commons committee meeting on Monday, in which they also defended the time needed to pick a new jet for the air force and faced calls to reveal how much it will cost to upgrade the CF-18s' combat systems. The technician shortage was first revealed in an explosive auditor general's report last month in which the watchdog took aim at the Liberals' plan to buy second-hand Australian jets by warning the air force needed more technicians and pilots – not planes. A number of measures are being introduced to address both shortfalls, air force commander Lt.-Gen. Al Meinzinger told the committee, including the contracting out of more involved maintenance that usually takes place away from the front lines as well as some tech training. The initiatives will free up about 200 experienced aircraft technicians so they can work directly on planes in the field and keep them flying, Meinzinger said, adding in an interview after the meeting that the move would not affect combat readiness. Initiatives are also being introduced to better support military families, which Meinzinger identified as a key contributing factor in why many pilots and technicians are leaving, while the air force is looking at a new training model to produce more pilots. Even with these measures, Meinzinger said he expected it to take between five and seven years to have a full complement of pilots and technicians in time to start transitioning from the CF-18s to new state-of-the-art replacements. “We're putting our shoulder to the wheel,” Meinzinger told The Canadian Press. “This is a top priority. But it's going to take some time, obviously.” Defence officials faced pointed questions from members of Parliament on both sides of the table during Monday's committee meeting about the length of time it is expected to take for those new replacements to be selected and delivered. A request for proposals will be released in the spring, with bids due in early 2020. Another full year has been set aside to evaluate those bids and another for negotiations with the winner. Delivery of the first aircraft is expected in 2025 and the last in 2031. The Defence Department's head of procurement, Patrick Finn, underscored the complexity of the $19-billion project, which has been plagued by delays and political mismanagement for more than a decade as Canada has sought to choose a new fighter. Those complexities include the usual challenges evaluating and negotiating the capabilities of each of the four aircraft that are expected to compete, Finn said, as well as the industrial benefits to Canada and intellectual-property rights. At the same time, he added, the process for actually purchasing each of the planes is different given, for example, that Canada is a member of the F-35 stealth fighter project while the U.S. government would need to officially sign off on buying Super Hornets. In fact, Finn said the government has only limited flexibility in its schedule given that most manufacturers can only start delivering aircraft three years after an order is made – though he remained confident that the timeline would be met. The length of time was nonetheless a clear concern to some committee members. Officials were also grilled over the cost of upgrading the CF-18s' sensors, weapons and defensive measures after the auditor general found $3-billion in planned investments over the next decade was only to keep them flying and did not include their combat systems. The Defence Department's top bureaucrat, deputy minister Jody Thomas, told the committee that an analysis is underway, which includes consulting with the U.S. and other allies, and that a plan is expected in the spring. But opposition members challenged Thomas when she suggested that the department would not be able to provide cost estimates to the committee before being presented to the government, saying even if it is a matter of security, they are entitled to the information. “A unilateral declaration by a deputy or anybody that a parliamentary committee cannot have information is unacceptable,” NDP MP David Christopherson said. “There needs to be one more step to pursue that so that question, which is entirely legitimate in my opinion, can be answered in a way that respects the security and defence issues but also upholds the right of Parliament to demand any information they so choose.” https://www.theglobeandmail.com/politics/article-plan-for-combat-upgrades-to-aging-cf-18s-expected-in-may-defence

Murray Brewster · CBC News The Liberal government has budgeted up to $20 million in this fiscal year to rejoin NATO's Airborne Early Warning and Control System (AWACS) program, reversing a Conservative-era budget cut in the name of alliance utility and solidarity. Defence Minister Harjit Sajjan and other senior officials recently appeared before a House of Commons committee to talk about the country's return to the long-standing alliance programme, which sees more than a dozen nations cost-share the operation of E3-A surveillance planes. New documents, released to CBC News under access to information law, show Canada has agreed to a partial return to the program through operations and support. It's a compromise decision that leaves the country's aerospace companies partly out in the cold — and one expert is questioning whether the reasons which led the former government to drop out of the program still exist. One of the major complaints voiced about the program behind closed doors in Stephen Harper's government had to do with NATO's reluctance to deploy the sophisticated surveillance aircraft on missions to Afghanistan and Iraq. The aircraft eventually were used for those missions, but not without considerable debate and what some Canadian officials saw as foot-dragging on NATO's part. 'A tough sell' Defence expert Dave Perry said that, going forward, the Liberals will have to justify this particular reinvestment more carefully. "If they don't actually use them in an operational context when it matters, then it's going to be a tough sell," he told CBC News. National Defence defends the decision to jump back into the program, saying in an email that "several things have changed, causing Canada to re-evaluate the relevancy" of its participation. A major factor is the introduction of the Liberal government's new defence policy, which emphasizes the need for better surveillance and reconnaissance. Canada had been part of the AWACS program for decades. When the Conservatives pulled the plug they cast the decision in economic terms, saying it had "little direct benefit." The planes were deployed in Europe and occasionally on other operations. The debate within the Harper government was over the logic of paying for a defence system that doesn't contribute directly to the defence of North America. "Accordingly, it is debatable whether it is appropriate for Canada to carry nearly 10 per cent of the programme, given that it is one of the two NATO members on the North American side of the Atlantic Ocean, and, as such, would benefit considerably less from AWACS than the 26 members on the European side," reads a March 22, 2016 internal government briefing note. NATO AWACS aircraft currently fly surveillance missions in support of reassurance measures in eastern Europe ordered after Russia's annexation of Crimea. The program is also providing "tailored assurance measures" for Turkey because of the crisis in Syria and is watching out for terrorist movement in the Mediterranean Sea. "I think time will tell, and it will depend on whether these aircraft are actually used," said Perry, an analyst at the Canadian Global Affairs Institute. "If they're not used, then it will be a struggle to justify Canadian participation, however good it is for wider burden-sharing within the alliance and support to allies." Business opportunities The internal briefing note shows the decision to quit in 2011 cost Canadian defence contractors the right to bid on hundreds of millions of dollars in work related to the modernization of observation planes, known for their distinctive radar domes. Rejoining the plan will allow Canadian companies a finite set of bidding opportunities, a National Defence spokeswoman said. "Canada did not regain access to AWACS-related industrial benefits for modernization and upgrade when it re-engaged with the program," said Jessica Lamirande in an email. "However, Canadian industry has regained eligibility to compete for contracts related to the operations and maintenance of the AWACS." The briefing shows Canada is, in some respects, being treated like a new member of the plan, which means Ottawa pays for operations and support of the aircraft "while the fleet modernization will continue to be the responsibility of the programme's current 16 members, who will retain all of the industrial benefits associated with the programme." Prior to the Liberal government's decision to return to the program, officials held out the hope that rejoining might "restore Canada's ability to bid on such contracts." Conservative defence critic James Bezan described the government's approach as a "half-measure" and said rejoining AWACS became necessary after the Ukrainian crisis. "They're not spending as much as we were and we're not getting the full benefits of industrial contracts," he said, noting the Commons defence committee pointed out that Canada was not getting everything it could out of NATO contract opportunities. "The Liberals are always late to the table and that's what we're seeing here." https://www.cbc.ca/news/politics/awac-nato-surveillance-ukraine-1.4931098

by Ken Pole As the Royal Canadian Air Force (RCAF) gears up for the late 2019 arrival of the first of 16 new Airbus CC-295 fixed-wing search and rescue (FWSAR) aircraft, a Senate committee said the government should consider the deployment of even more search and rescue (SAR) aircraft. “This would be a multi-year, mega-government dollar capital procurement project,” the Standing Senate Committee on Fisheries and Oceans acknowledged in an exhaustive new report, When Every Minute Counts: Maritime Search and Rescue. “Repositioning current aeronautical SAR assets is not feasible . . . at this time because the fleet is fully utilized.” The November 2018 report is based on more than two years of study and hearings, which wrapped up in October. While most witnesses were heard in Ottawa — including senior RCAF, Canadian Coast Guard (CCG) and Transport Canada officials, as well as representatives of several industries — the committee also travelled to bases across the country as well as visiting officials and SAR facilities in England, Ireland, Norway and Denmark. RCAF fixed- and rotary-wing assets are a key element in covering nearly 18 million square kilometres of land and sea. In 2017, the Joint Rescue Coordination Centres in Victoria, Trenton and Halifax responded to 10,003 SAR calls, 62 per cent of them maritime. The committee predicts that the number of calls in the Arctic will increase as global warming results in a longer ice-free navigation period. Accordingly, the report recommends that the CCG establish additional primary search and rescue stations in the Canadian Arctic, where no SAR aircraft are currently based. It also calls on the Department of National Defence (DND) to authorize a pilot project which would see private civilian helicopters provide coverage in the North as well as in Newfoundland and Labrador, where the committee says “a disproportionately high number” of SAR incidents occur. In addition to the possible privatization of some missions (CHC Helicopter and Cougar Helicopters Inc. appeared before the committee), the committee also said the CCG should be an independent agency. “The Canadian Coast Guard . . . is hampered by its position within Fisheries and Oceans Canada, which leaves it at the mercy of the department for funding and prevents it from receiving long-term sustainable capital funding.” SAR reaction times were also an issue for the committee. It was told that the CCG's official time is 30 minutes from when a helicopter or ship is tasked until it departs, but that it usually takes less than 15 minutes in the case of a surface vessel, because they are probably on the water already. In comparison, the RCAF has a reaction time of 30 minutes during a typical eight-hour working day five days a week, and two hours at all other times. “Like the CCG vessels, the Canadian Armed Forces (CAF) crews are often airborne sooner than the targeted reaction time, around 20 minutes during working hours and one hour outside of working hours,” the committee notes. “However, there was considerable discussion regarding what witnesses called the CAF's ‘two-tier reaction time.' It was stressed that the two-hour reaction time guaranteed outside of working hours had . . . resulted in missions becoming recovery-oriented instead of rescue-oriented. In their view, the CAF should have a reaction time of 30 minutes, 24/7/365, like the CCG.” DND witnesses told the committee the concern had been addressed “to the extent possible” and it was the responsibility of SAR commanders in the three regions to align the 30-minute reaction time to coincide with the observed periods of greatest maritime SAR activity. “Overall, the committee was told that shifting the regular weekly schedules without increasing the total number of hours worked has improved readiness.” It also was told it was impossible for the RCAF to maintain 30-minute readiness at all times because “pilots and SAR aircrew members have a limit on how long they can engage in flying operations.” Sustaining a 30-minute target would require crews to remain poised on flight lines. “The two-hour reaction time allows the pilots and aircrews to be ‘fresh' and able to deliver a SAR response for up to 14, 16, 18 hours, which allows them to then go longer, further distances. Moreover, the increased level of readiness would require more aircraft, add more maintenance and necessitate infrastructure upgrades.” The committee says that despite improvements, Canada's SAR reaction time is “not at par” with other countries. “Aeronautical SAR assets operated in the United Kingdom, Ireland, and Denmark respond within 15 minutes during the day and between 30 and 45 minutes at night.” The committee says that given current shortfalls in the RCAF's pilot, flight engineer and SAR Technician cadres, it isn't possible to impose similar reaction times on RCAF crews. But it says it hopes the RCAF will reconsider its reaction time targets once personnel shortages are addressed. https://www.skiesmag.com/news/senate-committee-outlines-recommendations-for-canadian-sar

Airbus reports it is on track to provide Canadian industry with the required level of high-value work associated with the fixed-wing search and rescue (FWSAR) aircraft replacement in-service support (ISS) program. In its first FWSAR Value Proposition ISS annual report to the Government of Canada, submitted earlier this year and covering 2017, the company declared that more than 80 per cent of the ISS work was already being performed by Canadian industry in Canada. That data has now been validated and accepted by Canada. The activity, led by Airbus and its Canadian ISS integration partner AirPro – a joint venture with PAL Aerospace – is rapidly generating work and employment at partners such as CAE and Accenture. AirPro itself has already recruited nearly 20 highly qualified full-time staff to work on FWSAR ISS, and is adding resources in fields such as aeronautical engineering, architecture, construction, information technology and project management. More than 125,000 Canadian labour hours of work were performed by five companies in 2017 and the figure will grow more rapidly as many other companies begin their supply roles further into the program. The AirPro activity in particular will markedly increase as the Airbus CC-295 aircraft enters service and day-to-day ISS activities such as maintenance begin. Simon Jacques, president of Airbus Defence and Space in Canada, said: “We are proud of having made such a successful start to the development and transfer of capability to Canada with all the associated high value work that it brings. Ensuring an active role for AirPro in this set-up phase will ensure that it has a solid preparation for its ISS role in the operational phase. And this new expertise has the potential to be reused in other Canadian programs.” Canada's Industrial and Technological Benefits (ITB) Policy applies to the FWSAR contract and ensures that the total value of the contract is leveraged resulting in high-value jobs in the Canadian economy. The FWSAR program is supporting some $2.5 billion in Industrial and Technological Benefits to Canada, through high-value, long-term partnerships with Canadian industry. “The work done in Canada as part of the fixed-wing search and rescue project demonstrates the tangible benefits of our Industrial and Technological Benefits Policy for Canadian industry,” said the Honourable Navdeep Bains, minister of Innovation, Science and Economic Development. “This project will provide the Canadian Armed Forces with the equipment and services they need to keep Canada safe, and the Industrial and Technological Benefits Policy ensures Canadians have access to middle-class jobs, growing our economy along the way.” https://www.skiesmag.com/press-releases/airbus-reports-strong-progress-in-generating-fwsar-work-in-canada

NAVY The Navy is awarding 1,870 indefinite-delivery/indefinite-quantity, multiple-award contracts (MACs) to businesses in multiple locations across 46 of the 50 United States, the District of Columbia, and Guam for future competition of support service requirements to be solicited by Department of the Navy activities under the SeaPort Next Generation (SeaPort-NxG) multiple-award contract vehicle. All work under the contracts will fall under two categories (engineering support services and program management support services), which are further divided into 23 functional areas. The government estimates approximately $5,000,000,000 of services will be procured per year via orders issued under the SeaPort-NxG multiple award contracts. These awards contain provisions to set aside requirements for small businesses, service-disabled veteran-owned small businesses, 8(a) business development program participants, woman-owned small businesses and historically-underutilized business-zoned small businesses. Under these multiple-award contracts, each contractor will be provided a fair opportunity to nationally compete for individual task orders. The MACs have a five-year base period of performance with an additional five-year ordering period option. No contract funds will be obligated on the basic MAC awards. Contract funds will be obligated at time of task order award. Multiple funding types may be used. The funding for task orders to be issued under these contracts will come from a variety of sources and will be consistent with the purpose for which the funds were appropriated. These contracts were competitively procured via the Federal Business Opportunities website, with 1,894 offers received. The Naval Sea Systems Command, Naval Surface Warfare Center, Dahlgren Division, Dahlgren, Virginia is the contracting activity (N00178-18-R-7000). NOTE: For a list of contractors receiving awards please visit: https://www.navsea.navy.mil/Portals/103/Documents/Small_Business_Forum/SeaPort%20NxG%20Awardees%20List.pdf?ver=2018-11-28-123322-177 Austal USA, Mobile, Alabama, is awarded a $40,369,095 cost-plus-fixed-fee undefinitized contract action for procurement of long lead time material and production engineering for the Expeditionary Fast Transport (EPF) 14. The EPF class provides high speed, shallow draft transportation capability to support the intra-theater maneuver of personnel, supplies and equipment for the Navy, Marine Corps, and Army. Work will be performed in Novi, Michigan (39 percent); Houston, Texas (12 percent); Chesapeake, Virginia (10 percent); Mobile, Alabama (9 percent); Rhinelander, Wisconsin (7 percent); and Iron Mountain, Michigan (3 percent), with other efforts performed at various locations (each less than 1 percent) throughout the U.S. (4 percent); and various locations (each less than 1 percent) outside the U.S. (16 percent), and is expected to complete by July 2022. Fiscal 2019 shipbuilding and conversion (Navy) funding in the amount of $20,184,547 will be obligated at time of award and will not expire at the end of the current fiscal year. This contract was competitively solicited via Federal Business Opportunities website, with one offer received. The Naval Sea Systems Command, District of Columbia, is the contracting activity (N00024-19-C-2227). The Concourse Group, LLC,* Annapolis, Maryland, is awarded a maximum amount $29,000,000 indefinite-delivery/indefinite-quantity contract for professional services in support of the Department of Navy's (DoN) Public Private Venture (PPV) and Real Estate (RE) Programs. The work to be performed will require the contractor to bring professional knowledge, skills, and experience in residential and commercial real estate development and large scale real estate portfolio management to the DoN's PPV and RE programs. The contractor shall provide advice and assistance to the DoN and conduct the necessary research and analysis to present DoN decision-makers with accurate and relevant information. The contractor will bring best business practices from the private sector to assist the DoN with all aspects of the special venture acquisitions, including family and unaccompanied housing public private ventures, enhanced use leasing, and other public-private venture opportunities such as energy, utilities, and lodging, as well as real estate. The work includes technical advisory services to the Naval Facilities Engineering Command (NAVFAC) Headquarters Special Venture Acquisition Office and the NAVFAC component commands for the purpose of providing professional services, project development, execution, portfolio management advice and support consistent with the privatization approach adopted by the DoN, as well as technical advisory services to the NAVFAC RE. Work will be performed in Annapolis, Maryland. The term of the contract is not to exceed 36 months, with an expected completion date of November 2021. Fiscal 2019 operations and maintenance (Navy) contract funds in the amount of $10,000 are obligated on this award and will expire at the end of the current fiscal year. No task orders are being issued at this time. Future task orders will be primarily funded by operations and maintenance (Navy); and family housing, (Navy), operations and maintenance. This contract was competitively procured via the Navy Electronic Commerce Online website, with four proposals received. The Naval Facilities Engineering Command, Atlantic, Norfolk, Virginia, is the contracting activity (N62470-19-D-8008). Northrop Grumman Systems Corp., Military Aircraft Systems, Melbourne, Florida, is awarded $20,987,258 for firm-fixed-price modification P00002 to a previously issued order (N0001918F2334) placed against basic ordering agreement N00019-15-G-0026. This order provides for the installation of aerial refueling retrofit kits on four E-2D Advanced Hawkeye aircraft. Work will be performed in St. Augustine, Florida, and is expected to be completed in June 2020. Fiscal 2019 aircraft procurement (Navy) funds in the amount of $20,987,258 are being obligated on this award, none of which will expire at the end of the current fiscal year. The Naval Air Systems Command, Patuxent River, Maryland, is the contracting activity. The Boeing Co., St. Louis, Missouri, was awarded $10,526,671 for modification P00002 to delivery order N0001918F0520 previously placed against basic ordering agreement N00019-16-G-0001. This modification exercises an option to provide calendar year 2019 Harpoon/SLAM-ER integrated logistics and engineering support services for Navy and Foreign Military Sales (FMS) customers. Work will be performed in St. Charles, Missouri (91.84 percent); St. Louis, Missouri (5.47 percent); Yorktown, Virginia (2.64 percent); and Oklahoma City, Oklahoma (0.05 percent), and is expected to be completed in November 2019. Fiscal 2019 operations and maintenance (Navy); and FMS funds in the amount of $10,526,671 will be obligated at time of award, $2,530,961 of which will expire at the end of the current fiscal year. This modification combines purchases for the Navy ($2,530,961; 24 percent); and FMS ($7,995,710; 76 percent). The Naval Air Systems Command, Patuxent River, Maryland, is the contracting activity. (Awarded Nov. 29, 2018) The Boeing Co., St. Louis, Missouri, was awarded $10,526,671 for modification P00002 to delivery order N0001918F0520 previously placed against basic ordering agreement N00019-16-G-0001. This modification exercises an option to provide calendar year 2019 Harpoon/SLAM-ER integrated logistics and engineering support services for Navy and Foreign Military Sales (FMS) customers. Work will be performed in St. Charles, Missouri (91.84 percent); St. Louis, Missouri (5.47 percent); Yorktown, Virginia (2.64 percent); and Oklahoma City, Oklahoma (0.05 percent), and is expected to be completed in November 2019. Fiscal 2019 operations and maintenance (Navy); and FMS funds in the amount of $10,526,671 will be obligated at time of award, $2,530,961 of which will expire at the end of the current fiscal year. This modification combines purchases for the Navy ($2,530,961; 24 percent); and FMS ($7,995,710; 76 percent). The Naval Air Systems Command, Patuxent River, Maryland, is the contracting activity. (Awarded Nov. 29, 2018) MTU America Inc. (formerly known as Tognum America Inc.), Novi, Michigan, is awarded $7,946,893 for sole-source firm-fixed-price, delivery order N0002419FB028 under previously awarded basic purchase agreement N00024-14-A-4101 to provide the government of Israel with MTU engines and engine components to support the Israeli marine vessels under Foreign Military Sales (FMS) case IS-P-GPB involving FMS to Israel. MTU engines and engine components will be applicable but not limited to the following MTU engine series: M90, M94, TB54, TB82, TB93, TB94, TE83, TE94, and SE84. Work will be performed in Brownstown Township, Michigan, and is expected to be completed by September 2019. Fiscal 2018 FMS funding in the amount of $7,946,893 will be obligated at time of award and will not expire at the end of the current fiscal year. This contract was not competitively procured, in accordance with 10 U.S. Code 2304(c)(4) (international agreement). The Naval Sea Systems Command, Washington, District of Columbia, is the contracting activity. DEFENSE ADVANCED RESEARCH PROJECTS AGENCY Raytheon Co. Missile Systems, Tucson, Arizona, was awarded a $51,895,419 cost-plus-fixed-fee completion contract for a Defense Advanced Research Projects Agency (DARPA) research project. Work will be performed in Tucson, Arizona (78 percent); McKinney, Texas (12 percent); Tewksbury, Massachusetts (5 percent); Richardson, Texas (2 percent); Huntington Beach, California (1 percent); and Ontario, New York (2 percent), with an expected completion date of December 2021. Fiscal 2019 research, development, test and evaluation funds in the amount of $3,242,000 are being obligated at time of award. This contract was a sole-source acquisition. DARPA, Arlington, Virginia, is the contracting activity (HR0011-19-C-0008). U.S. TRANSPORTATION COMMAND Farrell Lines Inc., Reston, Virginia, has been awarded a one-time only task order under indefinite-delivery/indefinite-quantity contract HTC711-15-D-R044 in the amount of $15,747,387. This task order provides cargo transportation services support to the Surface Deployment and Distribution Command, U.S. Army. The task order is in support of an Army unit deployment from Fort Bliss, Texas, to multiple forward operating bases in Afghanistan. Work will be performed in the U.S. and Afghanistan. The period of performance is from Dec. 3, 2018, to Feb. 11, 2019. Fiscal 2019 Transportation Working Capital Funds were obligated at award. This modification brings the total cumulative face value of the contract to $150,886,391 from $135,139,004. U.S. Transportation Command, Directorate of Acquisition, Scott Air Force Base, Illinois, is the contracting activity. DEFENSE LOGISTICS AGENCY Centron Industries Inc.,* Gardena, California, has been awarded a maximum $13,908,602 firm-fixed-price with economic-price-adjustment, indefinite-quantity contract for cables and lighting products. This was a competitive acquisition and three offers were received. This is a three-year base contract, with one two-year option period. Location of performance is California, with a Nov. 25, 2021, performance completion date. Using military services are Army, Air Force, Navy, and Marine Corps. The type of appropriation is fiscal 2019 through 2021 defense working capital funds. The contracting activity is Defense Logistics Agency Aviation, Richmond, Virginia (SPE4AX-19-D-0005). AIR FORCE Utah State University Research Foundation/Space Dynamic Laboratory, North Logan, Utah, has been awarded an $11,477,222 cost-plus-fixed-fee task order (FA9453-19-F-0013) to previously awarded contract FA9453-16-D-0004 for a small satellite utility demonstration. The contractor will provide necessary research and development to maintain essential engineering, research and development capability in the areas of sensor development, image processing and data analysis. Work will be performed at North Logan, Utah, and is expected to be completed by March 14, 2023. This award is the result of a sole-source acquisition. Fiscal 2018 research, development, test, and evaluation funds in the amount of $557,437 are being obligated at the time of award. Air Force Research Laboratory, Kirtland Air Force Base, New Mexico, is the contracting activity. (Awarded Nov. 30, 2018) ARMY General Dynamics Land Systems Inc., Sterling Heights, Michigan, was awarded a $9,430,158 modification (P00007) to contract W56HZV-17-C-0108 to install sensors on doors, build wire harness assemblies, and package all components as part of the Single Channel Ground and Airborne Radio System adapter kits, return sliding ramp assembly material for the vehicles and procure additional drop out factor material items on the Abrams SEPv3 45/60 vehicle production. Work will be performed in Lima, Ohio, with an estimated completion date of Aug. 30, 2019. Fiscal 2018 other procurement, Army funds in the amount of $9,430,158 were obligated at the time of the award. U.S. Army Contracting Command, Warren, Michigan, is the contracting activity. *Small business https://dod.defense.gov/News/Contracts/Contract-View/Article/1704107/source/GovDelivery/

Les conclusions du rapport du vérificateur général soulignant une pénurie de pilotes militaires au Canada résonnent particulièrement au Manitoba, où la formation initiale des pilotes des Forces armées canadiennes est donnée et supervisée. Un texte de Pierre Verrière Il est difficile de parler de l'Aviation royale canadienne sans évoquer le Manitoba. Pendant la Seconde Guerre mondiale, les pilotes de tout le Commonwealth venaient y suivre leur formation avant d'être déployés en Europe. Depuis 1992, la troisième École de pilotage des Forces canadiennes située à Portage-la-Prairie, à une heure de Winnipeg, assure la formation de base des pilotes canadiens. Enfin, c'est à Winnipeg qu'est situé le quartier général de la 2e Division aérienne du Canada, responsable de l'instruction des pilotes. Or, ce sont justement ces pilotes qui font gravement défaut, selon le vérificateur général du Canada. Ce dernier met notamment l'accent sur les pilotes de chasse. Selon le vérificateur, il en manque plus du tiers pour satisfaire aux exigences opérationnelles. Parmi les raisons évoquées, on compte le rythme auquel les pilotes quittent l'aviation, qui est plus rapide que celui auquel elle peut en former de nouveaux. Entre avril 2016 et mars 2018, l'Aviation royale canadienne a ainsi perdu 40 pilotes de chasse qualifiés et en a formé seulement 30 nouveaux. Ce problème n'est cependant pas nouveau ni étranger pour les responsables de la formation des pilotes. Article complet: https://ici.radio-canada.ca/nouvelle/1139188/penurie-pilotes-forces-armees-canadiennes-manitoba