11 février 2022 | Local, Aérospatial

Boeing: le P-8A candidat pour intégrer l'aviation canadienne

(CercleFinance.com) - Boeing annonce qu'il compte présenter le P-8A Poseidon comme réponse à la demande d'information du Canada, Ottawa étant à la recherche d'avions de patrouille maritime à long rayon d'a... - 10/02/2022 à 16:50 - Boursorama

https://www.boursorama.com/bourse/actualites/boeing-le-p-8a-candidat-pour-integrer-l-aviation-canadienne-e3658eb9dfb5aeec5b59b44c22fdb500

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  • RCAF working toward new sniper pod placement on CF-188 Hornet

    14 mai 2018 | Local, Aérospatial

    RCAF working toward new sniper pod placement on CF-188 Hornet

    Chris Thatcher In a two-by-three metre wind tunnel at the National Research Council of Canada's (NRC) aerospace research centre in Ottawa, aerospace engineers are gathering data for the Royal Canadian Air Force (RCAF) this week to validate the placement of the sniper pod on the centreline station of the CF-188 Hornet. “For this configuration, we are running at close to takeoff and landing speeds to simulate the take off and landing of the F-18, about 100 metres per second or almost 200 knots,” explained Melissa Richardson, an aerodynamics research officer and the project manager for the testing process, as wind whipped over the inverted nose landing gear and sniper pod. The CF-188 fighter jet has carried a certified sniper pod on the left side of the fuselage, below the engine intake, since the aircraft were upgraded in the early 2000. But lessons from recent operations over Libya in 2011 and Iraq and Syria between October 2014 and March 2016 convinced pilots they would have a better view of possible targets with the centerline placement. “We found a lot of our missions revolved around looking at the ground, monitoring areas of interest and targets for missions that are four to five hours long,” said Capt Tom Lawrence, a CF-188 pilot and the project officer for fighter weapons and equipment. “When [pilots] are manoeuvring their aircraft, there is a chance of the aircraft actually masking the targeting pod. Putting [it] on the centre of the aircraft allows a larger field of regard.” Rather than bank left to maintain focus on a target, the new placement should ensure an uninterrupted view of the ground or target aircraft, “taking that frustration out of the pilot's mind,” he said. “They can just focus on the imagery and the task at hand.” Lawrence said it could also make it easier for pilots to employ weapons and assess battle damage effects. The purpose of the wind tunnel tests is to measure the aerodynamics created by the nose landing gear on the sniper pod mounted behind it at times when it is most exposed to turbulence, said Richardson. Among concerns before the tests began were the effect of significant vibration on the pod and the possibility of debris being kicked up by the wheels and striking its protective glass shield. “[We need to] make sure the aircraft is safe to operate with the sniper pod on this new location. That means it can take off and land without excessive vibration, that the loads are still within acceptable limits,” explained Capt David Demel, the certification authority with the RCAF's Technical Airworthiness Authority. “This is the goal of the current wind tunnel test, to confirm that before we move to the flight test phase in Cold Lake in the September timeframe.” A second a high-speed equivalent test will be conducted by the NRC at its high speed trisonic wind tunnel in about three weeks, using a six per cent scale model, that will include ensuring engine intake airflow is not affected. Test pilots with the Operational Test and Evaluation Unit in Cold Lake will then recertify operational airworthiness of the sniper pod in its new placement. While the testing facilities are being provided by the NRC, the vibration data is being gathered and analyzed by Bombardier, which has provided some of the instrumentation. The sniper pod and landing gear were installed in the wind tunnel by L-3 MAS, which will have the task of mounting the pods in the new location on the entire CF-188 fleet–including the 18 F/A-18 Hornets the government is negotiating to buy from the Royal Australian Air Force–once approved. “We're all collaborating on the project as it goes through each phase, from technical airworthiness to operational airworthiness,” said Lawrence. https://www.skiesmag.com/news/rcaf-planning-new-sniper-pod-placement-cf-188-hornet/

  • Canada caught off guard by new security pact between U.S., Australia and Britain

    20 septembre 2021 | Local, Aérospatial, Naval, Terrestre, C4ISR, Sécurité

    Canada caught off guard by new security pact between U.S., Australia and Britain

    ROBERT FIFEOTTAWA BUREAU CHIEF STEVEN CHASESENIOR PARLIAMENTARY REPORTER OTTAWA PUBLISHED SEPTEMBER 17, 2021 The Canadian government was surprised this week by the announcement of a new security pact between the United States, Britain and Australia, one that excluded Canada and is aimed at confronting China's growing military and political influence in the Indo-Pacific region, according to senior government officials. Three officials, representing Canada's foreign affairs, intelligence and defence departments, told The Globe and Mail that Ottawa was not consulted about the pact, and had no idea the trilateral security announcement was coming until it was made on Wednesday by U.S. President Joe Biden, British Prime Minister Boris Johnson and Australian Prime Minister Scott Morrison. The defence ministers from the U.K. and Australia reached out to Defence Minister Harjit Sajjan to inform him of the decision shortly before the late-afternoon announcement. Foreign Affairs Minister Marc Garneau received a call from his Australian counterpart. Daniel Minden, a spokesperson for Mr. Sajjan, said Ottawa had been kept in the loop on talks between the countries. One of the Canadian officials referred to the pact as the new “Three Eyes” and said it's clear that Canada's closest allies consider Ottawa to be a “weak sister” when it comes to standing up to China. The Globe and Mail is not identifying the officials because they were not authorized to discuss the matter publicly. Three Eyes is a reference to what is becoming a smaller club within the Five Eyes intelligence-sharing alliance, which includes the United States, the United Kingdom, Australia, Canada and New Zealand. The Five Eyes pact dates back about 75 years. Members share signals intelligence gleaned from intercepted communications, as well as military intelligence and intelligence gathered directly from human sources. The new trilateral alliance, dubbed AUKUS, after the initials of the three countries, will allow for greater sharing of information in areas such as artificial intelligence and cyber and underwater defence capabilities. The U.S. and U.K. have also agreed to help Australia acquire nuclear-powered submarines, which would allow it to conduct longer undersea patrols. Australia will become only the second country, after Britain in 1958, to be given access to U.S. nuclear propulsion technology. Prime Minister Justin Trudeau on Thursday played down Canada's exclusion from the Indo-Pacific security deal, saying it is merely a way for the U.S. to sell nuclear submarines to Australia. Speaking to reporters in Montreal, Mr. Trudeau said Canada will still have access to defence and intelligence sharing as a member of the Five Eyes alliance. “We continue to be strong members of the Five Eyes,” he said. “This is a deal for nuclear submarines, which Canada is not currently or any time soon in the market for. Australia is.” Retired Vice-Admiral Mark Norman, who once commanded the Royal Canadian Navy, said Canada should have been part of this defence pact, which he described as a “somewhat unprecedented” trilateral arrangement. He said he was surprised to hear Mr. Trudeau play down the pact as merely a submarine purchase deal. “I think it's misleading and concerning ... I would like to believe he was poorly briefed by his staff,” Mr. Norman said. The retired naval flag officer said that, if Mr. Trudeau was fully briefed, “he doesn't understand what is going on internationally and he doesn't understand what the significance of an arrangement like this is as it relates to international security.” He said the agreement goes far beyond access to U.S. submarine technology. “This is about accessing both current and emerging technologies, from cyber and artificial intelligence, to acoustics and underwater warfare – a whole range of very important strategic capabilities.” Mr. Norman said Canada has many national interests in the Indo-Pacific – including trade, promoting the rule of law and democracy, and countering China's aggressive behaviour and posturing – but he suspects close allies do not take Canadian defence commitments seriously. “I don't think our allies think we are serious when it comes to defence. I think they have concerns not just about our defence expenditures, but also the extent to which our [international] commitments are both lasting and meaningful,” he said. Stephanie Carvin, a former national security analyst and an associate professor of international relations at Carleton University, said the U.S.-U.K.-Australia defence pact is the latest evolution of military and intelligence co-operation between those three countries. “Three Eyes is very real,” Prof. Carvin said. “Australia is strategic in making its presence known in Washington, arguably much more than Canada despite it being geographically closer.” She said Canada not being a part of the new agreement is consistent with the country's low engagement in the Indo-Pacific. “We haven't been part of a military alliance in the Pacific since the Korean War. And the government has never addressed the question of if this is still the correct security posture.” The leaders of the Conservative and New Democratic parties criticized Mr. Trudeau for Canada's exclusion from the pact. AUKUS, they said, could put added pressure on China to respect international norms and rein in its expansionism. “This is another example that Mr. Trudeau is not taken seriously by our friends and allies around the world,” Conservative Leader Erin O'Toole told reporters at a campaign stop on Thursday. “Canada is becoming more irrelevant under Mr. Trudeau.” Mr. O'Toole said he would seek to join the new Indo-Pacific security arrangement if the Conservatives are elected on Monday. NDP Leader Jagmeet Singh, speaking to reporters on Thursday, questioned whether Mr. Trudeau had given serious thought to the importance of the new trilateral pact while preoccupied with campaigning. By joining this arrangement, Canada could have ratcheted up pressure on China to free Canadians Michael Spavor and Michael Kovrig, Mr. Singh said. “The pact seems like a potential avenue to add more pressure [on China]. Canada was absent. Another reason why this election should not have been called,” Mr. Singh told reporters. The U.S., U.K., Australia and Indo-Pacific countries have been growing alarmed about how Beijing is rapidly modernizing its armed forces and increasing its military presence in the disputed waters of the South China Sea and the East China Sea. China reacted harshly to the new partnership. The three countries are “severely damaging regional peace and stability,” said Chinese foreign ministry spokesperson Zhao Lijian. White House spokesperson Jen Psaki defended the U.S. decision, saying “we do not seek conflict with China.” Instead, she said, this is “about security in the Indo-Pacific.” The submarine deal also represented a blow for France, because Australia intends to tear up a $40-billion agreement to buy French conventional submarines. French Foreign Minister Jean-Yves Le Drian called the loss of the deal a “stab in the back.” Speaking at a news conference after meetings between the U.S. and Australian foreign and defence ministers in Washington, U.S. Secretary of State Antony Blinken said France remains a “vital partner” in the Indo-Pacific region. https://www.theglobeandmail.com/politics/article-canadian-government-surprised-by-new-indo-pacific-security-pact/

  • Operation recovery: Airlifting a CC-138 off the Arctic ice

    25 septembre 2020 | Local, Aérospatial, Sécurité

    Operation recovery: Airlifting a CC-138 off the Arctic ice

    Chris Thatcher In early June, the RCAF regained possession of a CC-138 Twin Otter that, 15 months earlier, had suffered severe damage to its nose and tail during a difficult landing on the ice of the Beaufort Sea A workhorse of the north, the Viking Air DHC-6 was built to withstand much that the harsh Arctic could throw at it. But this aircraft's return to service is a tale of ingenuity and a testament to the recovery and salvage capability of the Air Force and its partnership with Canadian industry. The aircraft, 803, was one of two Twin Otters from 440 Transport Squadron in Yellowknife participating in Operation Nanook 2019, an annual Canadian Armed Forces interoperability exercise with allies and civilian agencies held across the Arctic. The crew was on a scouting mission near Pelly Island on that afternoon of March 10, 2019, carrying three defence scientists looking for landing spots on the unprepared sea ice to conduct research later in the exercise. They had landed without incident near Tuktoyaktuk earlier in the day and were attempting to set down on a smooth area of ice when the aircraft “bounced into the air after contacting a drift perpendicular to the aircraft's heading ... [and] impacted the base of a larger drift,” according to the flight safety investigation report, collapsing the nose landing gear. One hundred and sixty kilometres away in Inuvik, Maj Andrew Oakes, commander of the second Twin Otter, had just settled into his hotel room when the phone rang. “I thought to myself, this is not good. There is only one person I know with a sat phone at the moment who could be calling my cell phone.” The news was mixed: There were no injuries but there was no way the crew was flying the aircraft off the ice. Armed with their location, Oakes and a crew immediately took off in the second CC-138 “to see if we could land and pick them up.” When he arrived overhead an hour and a half later, the damaged Twin Otter was sitting low in the ice and the nose, buried in the snow, appeared to be sheered off. With the low angle of the sun, the undulations of snowdrifts were now visible across the ice. He quickly reconsidered attempting a landing. Landing on ice requires a deft touch. Because of its varied operations, the CC-138 has a landing assembly that includes both tires and skis, a heavier and less flexible construction than just the skis. The aircraft must set down at the exact spot “you want to land” and then slow as rapidly as possible, using reverse thrust and some elevator control. “It is tricky. It is easily the most challenging thing that is done in a Twin Otter,” said Oakes. While the stranded crew had prepared a snow camp for the night, a civilian search and rescue helicopter, dispatched from Inuvik shortly after the accident, soon arrived on scene and transported them back to the town. An instructor on the Twin Otter, Oakes had been seconded to the exercise as an aircraft commander from his job as a staff officer for air mobility readiness at 1 Canadian Air Division (1 CAD) in Winnipeg, Man. He soon found himself tasked with commanding Operation Recovery, an air task force quickly assembled to salvage the aircraft. The RCAF has over many years developed considerable specialized recovery and salvage capability. And in 2012, a CC-138 with a sheared nose landing gear strut was lifted from dry tundra southwest of Inuvik in much warmer conditions. More recently, in -20 C temperatures of January 2019, the RCAF employed a CH-147F Chinook to lift and sling a CH-146 Griffon belonging to 417 Combat Support Squadron some 50 miles from the Cold Lake Air Weapons Range after the helicopter's main rotor blade struck a communication tower. MGen Christian Drouin, commander of 1 CAD at the time, observed: “We now have this recovery capability because of the professionalism and ingenuity of the personnel involved.” The preferred and most cost-effective option would have been to fly in technicians from 440 Squadron and the salvage and recovery team based at 8 Wing Trenton, Ont., to repair the aircraft on the ice and fly out. “It would have been very good exposure for the technicians, because it is not something they would do normally. They have equipment and some training on how to extract an aircraft from [unusual] sites,” said Oakes. However, daytime temperatures were already reaching -5 C and forecasted to rise to zero, so conditions to land and take off from ice on skis were no longer ideal. “When you are warmer than minus 10, landing and takeoff distances will start increasing exponentially.” He also weighed a second option of calling in a Chinook from 450 Tactical Helicopter Squadron in Petawawa, Ont., to lift and transport the Twin Otter back to Inuvik. But nighttime temperatures were “still going down quite a bit and there was a chance the aircraft would freeze in .... That would be a worst-case scenario where no one is getting the aircraft off the ice, period.” In the end, the discussion among the crews and with 1 CAD was “pretty short,” Oakes recalled. In coordination with the Combined Aerospace Operations Centre in Winnipeg, a plan was soon in place to lift and sling the aircraft with contracted support from Momentum Decisive Solutions. By March 16, a CC-177 Globemaster III carrying two Griffon helicopters and various technicians from 440 Squadron and the salvage team arrived in Inuvik. Under the watchful eye of a Canadian Ranger patrol from Tuktoyaktuk that arrived by snowmobile and set up predator defence from polar bears that had been spotted in the area, the technicians began to lighten the CC-138 for airlift. They removed the nose gear, fuel and non-essential parts, and then strapped wooden blocks to the top of the wings to sling the load. They also attached a drogue parachute to help stabilize the flight. On March 24, Oakes watched from one of the Griffons as a Sikorsky S-61R, a derivative of the S-61/SH Sea King, operated by VIH Aviation Group of British Columbia, lifted the 7,800-pound CC-138 and, steadied by the chute, began the 160-kilometre flight to the Inuvik airport. To manage the distance, VIH had prepositioned a fuel cache on the ice about midway from Inuvik. Even without its own power, the Twin Otter still wanted to “fly,” Oakes observed. “It was pretty spectacular to watch.” A brand-new aircraft Bringing the Twin Otter back to life was no small task. KF Aerospace, formerly Kelowna Flightcraft, is the prime contractor for a CC-138 life extension project as well as regular in-service support. Within days of the incident, the company was contacted and dispatched aircraft maintenance engineers to Inuvik to guide the removal of the wings. Back in Kelowna, they then built special fittings to anchor the aircraft in the cargo hold of a CC-177. When the damaged Twin Otter arrived at their facility on June 14, special jigs and a donor nose were already in place. “This isn't the first time we've had to fix the nose section of a Twin Otter, so we had some good jig structures ... and we were able to reuse them,” explained Gregg Evjen, vice-president of maintenance and engineering. KF Aerospace frequently performs heavy structural modifications, including freighter and tanker conversions, so the tricky modifications to the CC-138 were well “within our wheel house,” said Evjen. Still, the company had to fabricate some parts to connect the new nose and repair the landing gear and tail section. With the aircraft already stripped bare, the company took advantage of the situation to conduct a full periodic inspection and maintenance program and complete the life-extension package, including re-winging the airframe. “It looks like a brand-new airplane,” he said. KF Aerospace has taken on some challenging jobs in the past, including an upgrade program for the Bolivian Air Force T-33 jet that involved taking apart and crating aircraft, flying them to Canada for the modifications, test flying them, and then re-crating and returning them to Bolivia to be assembled. Resuscitating a Twin Otter was hardly new. “But the fact that it was up North and had to be brought off the ice pack, and we had to mount it in a C-17 and manufacture special fittings so we could strap it down properly – that was unique,” said Evjen. Though the military strives to be self-sufficient and will build capacity to overcome most obstacles, Operation Recovery was a textbook example of the collaborative role civilian partners can play. To Oakes' surprise, it was also a remarkable instance of how quickly the chain of command can make decisions when time is of the essence. “I was really impressed with the speed that this came together, and with the level of co-ordination and teamwork,” he said. “It was a great example of how we can get things done. It did help working with the civilian contractor. They were experts. They knew exactly what to do and they had the equipment.” https://www.skiesmag.com/features/operation-recovery-airlifting-cc-138-off-arctic-ice/ .

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